AIRBUS TRAINING
General Familiarization Course
A380 - 800
ATC
Hamburg
TrainingCenter
Center
Hamburg
©Airbus
Airbus Training
Hamburg
June/01/2004
AIRBUS TRAINING
AIRBUS TRAINING
This document must be used for training purposes only!
It will not be updated.
Copyright by Airbus Deutschland GmbH.
All rights reserved.
No parts of this training manual may be sold or reproduced in
any form without permission of:
Airbus Deutschland GmbH
Airbus Training Center Hamburg
Maintenance Training
Hein-Saß-Weg 31
21129 Hamburg, Germany
© Airbus Training Center Hamburg
June/01/2004
AIRBUS TRAINING
A380-800 General Familiarization
ATA
Chapter
00
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
38
42
44
45
46
49
50
51–57
52
70–80
General
Air Conditioning
Auto Flight
Communications
Electrical Power
Equipment / Furnishings
Fire Protection
Flight Controls
Fuel
Hydraulic Power
Ice- and Rain-Protection
Indicating / Recording Systems
Landing Gear
Lights
Navigation
Oxygen
Pneumatic
Water / Waste
Modular Avionics
Cabin Systems
Onboard Maintenance System
Information Systems
Auxiliary Power Unit
Cargo Loading System
Structures
Doors
Engines
© Airbus Training Center Hamburg
For training purposes only!
Content
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June/01/2004 – MKa
A380-800 General Familiarization
For training purposes only!
AIRBUS TRAINING
AIRBUS TRAINING
00 – General
General – Content
1.
2.
3.
4.
5.
6.
7.
8.
9.
For training purposes only!
00
A380-800 General Familiarization
Page
General Configuration .............................................. 2
Fuselage................................................................... 8
Wing ....................................................................... 14
A/C Turn-Round Time Parameters and Servicing .. 16
Technology and Aircraft Structure .......................... 18
On Board Information System (OIS)....................... 22
Maintenance Classification..................................... 24
Documentation ....................................................... 26
Standard Practices ................................................. 28
9.1 Aluminium Wiring .............................................. 30
9.2 Fibre Optic Cables ............................................ 34
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 001
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
General Configuration
1. General Configuration
The general arrangement similar to A340 is a four-engine
configuration with a rearward swept low wing and a
conventional tail arrangement.
Initially, two aircraft models are being considered:
-
A380-800 Basic long-range passenger version
A380-800F Freighter version
A380-800R Extended range version
A380-900 Stretched version with basic range
A380-700 Shortened version with extended range
The aircraft is available with two engine types:
Engine Alliance GP7200
(General Electric and Pratt & Whitney)
Rolls-Royce Trent 970
In addition, these variants could be considered depending on
market requirements:
-
The two passenger decks offer a wide flexibility of cabin
arrangements. They can be serviced either through main deck
access only or using specific upper deck ground servicing
equipment. The initial aircraft of the A380 family is the A380800. All other models will be derivatives.
The cockpit is developed on base of all technologies and
experiences, made with A320- and A330/340 family.
Known philosophies like “lights-out-philosophy” and “colourphilosophy” are integrated.
All enhancements are driven by human-machine-interface
related aspects, flight safety constraints and customers
demands.
In this handout, the initial aircraft A380-800 is shown
© Airbus Training Center Hamburg
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ATA 00 – Page 002
For training purposes only!
The A380 is the latest and largest very-long-range, four engine
subsonic commercial transport of the Airbus family. The design
combines the in-service experience gained from A330 and
A340 aircraft operated all around the world with new technology
developed specifically for the A380 program.
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
General Configuration
AIRBUS FAMILY
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ATA 00 – Page 003
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
General Configuration
A380 – 800 FUSELAGE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 004
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
General Configuration
A380 COCKPIT
© Airbus Training Center Hamburg
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ATA 00 – Page 005
AIRBUS TRAINING
00 – General
Cargo Hold Capacity
General Configuration
Basic Configuration
Engines
A380-800 General Familiarization
Trent 900 or
GP 7200
Forward Compartment:
98.4 m3 / 3475 ft3
Aft Compartment:
71.5 m3 / 2525 ft3
Bulk compartment:
14.3 m3 / 505 ft3
184.2 m3 / 6505 ft3
Total
MTOW 560 t / 1235 klb
Landing Gear
MLW 386 t / 851 klb
The objective is to design the landing gear for the equivalent of
the Design Service Goal plus one additional repeat interval, i.e.
MZFW 361 t / 796 klb
MMO 0.89
Ramp, Taxi and Take-Off
19.000 flight cycles or
140.000 flight hours
Landing
20.250 flight cycles
Retraction / Extension
20.500 flight cycles
Operation Limits
VMO 340 kts CAS
Cabin Pressure
Structural Life
The objectives for primary structure fatigue life are as follows,
based on an average block time of 7.5 hours:
Design Service Goal:
- 19.000 Flight Cycles (FC) or
- 140.000 Flight Hours (FH) or0
- 25 Years (YRS) operation
Threshold for initial inspection:
- 7.600 Flight Cycles (FC) or
- 56.000 Flight Hours (FH)
© Airbus Training Center Hamburg
Maximum nominal operational differential pressure:
605 hPa / 8.78 psi
Cabin altitude:
7 500 ft at FL430 in normal operation
Maximum flight level:
FL430
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Maximum Weights
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
00 – General
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00 – General
AIRBUS TRAINING
A380-800 General Familiarization
Fuselage
2. Fuselage
The A380 has a completely new double deck fuselage.
It provides space for 6 to 10-abreast seating on main deck and
5 to 8-abreast seating on the upper deck.
For training purposes only!
The two decks are connected through cabin stairs and galley
lifts.
The aircraft has 8 pairs of large passenger doors. 5 of these are
found on the main deck, 3 on the upper deck.
Doors M1, M2, M4, M5, U1 and U3 are service doors. Doors M3
and U2 are emergency exits only (see page 01-09).
The forward and aft cargo hold have a cargo door sized for
loading of 96” x 125” pallets. A bulk cargo door is found on the
right hand side.
The cockpit is found between main and upper deck. Access is
given by stairs leading up from the main deck.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 008
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fuselage
CABIN CAPACITY
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 009
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fuselage
CABIN LAYOUT
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0010
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fuselage
Optional crew rest
and passengers
amenities, LD3s and
pallets
FUSELAGE CROSS SECTION SEATING
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June/01/2004 – MKa
ATA 00 – Page 0011
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fuselage
FLOOR CONFIGURATION COCKPIT/FORWARD FUSELAGE
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June/01/2004 – MKa
ATA 00 – Page 0012
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
Fuselage
For training purposes only!
Within standard 80m x 80m
DIMENSIONS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0013
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
Wing
Empennage
3. Wing
The wing is a fully new design of reference area 845.8 m2
(9104 ft2) and span 79.75 m (261.6 ft). It is supporting four
engine pylons and the wing main landing gear.
Vertical Stabilizer
Fin and rudder are carbon fibre composite components. They
are of new design and have a single torsion box and an upper
and a lower rudder element.
-
three ailerons: all surfaces are used at low speed, some
could be inhibited depending on A/C speed
-
eight wing movable surfaces which are used in different
combinations, as lift dumpers on ground and as spoilers for
roll control or gust/manoeuvre load alleviation, or as speed
brakes in flight
-
two droop noses and six slat sections for high lifted
configurations
-
three single slotted Fowler flap sections for high lifted
configurations.
Horizontal Stabilizer
Tail plane and elevators are of new design. The tail plane is a
carbon fibre composite structure with two spar boxes and a
centre joint.
The elevator is split in span wise direction into two parts, each
part being separately actuated.
Part of the tail plane spar box is used as a trim tank.
The wing primary structure has a metallic outer part and a
centre box which is made of aluminium alloy and Carbon Fibre
Reinforced Plastics (CFRP).
The wing box is used as fuel tank except surge and vent tanks
in the outer wing part.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0014
For training purposes only!
Each half wing has these moving surfaces:
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Wing
WING AND EMPENNAGE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0015
AIRBUS TRAINING
Aircraft Turn-Round and Servicing
4.
A/C Turn-Round Time Parameters and
Servicing
PASSENGER BOARDING/DISEMBARKING (PB/D)
100% passenger exchange
Doors used:
Type A:
Boarding rate:
Disembarking rate:
60” stair up-flow rate:
60” stair down-flow rate:
CARGO (Pax aircraft only)
Full LD-3 exchange:
LD-3 offloading time:
LD-3 loading time:
Pallet offloading time:
Pallet loading time:
Bulk exchange:
Bulk on loading time:
Bulk offloading time:
M1L, M2L or U1L
42” wide
15 pax/min
25 pax/min
14 pax/min
18 pax/min
(22 + 16) LD-3
1.4 min / LD-3
1.7 min / LD-3
2.5 min / pallet
2.9 min / pallet
2,000 kg
10.5 min/ton
9.2 min/ton
REFUELLING
Block fuel for Nominal Range through 4 nozzles:
255,000 l @ 40 psi:
Refuel rate @ 40 psi:
rear step if pax on board
Dispenser posit.or remov.:
Fuel truck change (if any):
© Airbus Training Center Hamburg
48 min
1,330 l/min/nozzle
2,000 l/min/nozzle
3 min
5 min
A380-800 General Familiarization
CLEANING
2 dedicated rear doors same as on A340-500 + A300.
Crew adapted to match catering time.
CATERING (FSTE = Full Size Trolley Equivalent)
Average truck capacity:
30 FSTE (24 to 36)
Simultaneous Catering & PB/D:
o/r alternative
Inbound / outbound FSTE:
mix. in same truck
FSTE exchange time:
dedicated door-galley:
cart circulation (1 seat zone):
cart circulation (> 1 seat zone):
via lift:
dedicated door to single lift:
1.5 min / FSTE
+ 0.5 min / FSTE
+ 1.0 min / FSTE
2.0 min / FSTE
GROUND HANDLING / SERVICING
Operations start:
bridges: t0 = 0
others: t0 + 1min
Equipment positioning/removal time: 2 min (⎯ fuel)
UD vehicle positioning/removal:
3 min
Clearance between GHS
GPU (Ground Power Unit)
Air conditioning:
Potable water (std/opt):
Waste water:
Dollies per tractor
June/01/2004 – MKa
0.5 m
up to 4 x 90 kVA
2 carts
1,875 l / 2,500 l
@ 87.5 l / min
discharge + rinsing
4 to 6
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00 – General
AIRBUS TRAINING
00 – General
A380-800 General Familiarization
Aircraft Turn-Round and Servicing
1 Pressure refuel connector
2 Hydraulic reservoir servicing panel
(reservoir filling and pressurization)
3 Engine oil filling
8
4 Variable Frequency Generator (VFG)
oil filling
For training purposes only!
3+4
5 Toilet and waste service panel
1
6 Ground electrical power
3+4
7 Low pressure pre-conditioned air
8 Yellow hydraulic ground connector
9 Green hydraulic ground connector
10 Potable water service panel
11 APU oil filling
11
1
12 High pressure air engine start
13 Refuel/defuel control panel
3+4
5
Note: Engine start unit moves into position
after air conditioning unit has left
2
3+4
14 Oxygen system
9
SERVICE POINT LOCATION / AIRCRAFT SERVICING/LOADING
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0017
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
Technology and Aircraft Structure
5. Technology and Aircraft Structure
For training purposes only!
On the next two pages the A380 system technology and
structure data is shown.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0018
AIRBUS TRAINING
00 – General
A380-800 General Familiarization
Technology and Aircraft Structure
Servo controls plus
Electro Hydrostatic
Actuators
Aft CG control and wing
bending relief by fuel system
On-board
maintenance system
Relaxed stability
Integrated Modular
Avionics
Passengers in-flight
entertainment
Interactive Control
& Display
Variable Frequency
electrical generation
Customized ECAM
Simple cavity brakes
2 hydraulic + 2 electrical power
sources for flight controls and
landing gear
On-board
Information system
Four post main landing gear
(4-6-6-4 wheels configuration)
Multi-function air
data probes
A380 TECHNOLOGIES
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0019
For training purposes only!
Dual air conditioning
pack concept
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
00 – General
This Page Intentionally Left Blank
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June/01/2004 – MKa
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AIRBUS TRAINING
00 – General
A380-800 General Familiarization
Technology and Aircraft Structure
Fin Box & Rudder,
Horizontal Tailplane
Box &
Elevators with
Monolithic CFRP
Panneaux
Upper
fuselage
partie
supérieure
fuselage
en
structure
in
GLARE
GLARE
Casted pax
CFRP pressure
bulkhead
doors
Advanced aluminium
alloys
for wing covers
WELDED Lower
Fuselage Panels
Centre Wing Box
In CFRP
Engine Pylon and
mounts
“Greyhound”
Thermoplastic
Fixed Leading Edge
A380 STRUCTURAL DATA
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0021
For training purposes only!
Upper deck floor
beams
In CFRP
Tailcone Fwd in
cfrp
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
On Board Information System
6. On Board Information System (OIS)
For training purposes only!
An overview of the On Board Information System (OIS) on base
of the Network Server System (NSS) applications is given on
the next page.
© Airbus Training Center Hamburg
June/01/2004 – MKa
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00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
On Board Information System
A380 OIS APPLICATIONS
© Airbus Training Center Hamburg
June/01/2004 – MKa
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00 – General
AIRBUS TRAINING
A380-800 General Familiarization
Maintenance Classification
7. Maintenance Classification
The schematic on the following page gives an overview of the
different ways to classify failures on A380 in order to find the
right consequences.
© Airbus Training Center Hamburg
June/01/2004 – MKa
For training purposes only!
At the end of each “fault route” the classification in “operational”,
“comfort” or “maintenance” hat to be done, associated with the
related failure class.
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Maintenance Classification
FAILURE
CLASSES
MAINTENANCE CLASSIFICATION
© Airbus Training Center Hamburg
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ATA 00 – Page 0025
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AIRBUS TRAINING
A380-800 General Familiarization
Documentation
8. Documentation
AirN@V reunifies important documentation like AMM (Aircraft
Maintenance Manual), TSM (Trouble Shooting Manual) and IPC
(Illustrated Parts Catalog).
It gives simple access to those documents, offered online or on
CD/DVD for maintenance purposes.
© Airbus Training Center Hamburg
June/01/2004 – MKa
For training purposes only!
The linkage between descriptions and figures makes the work
easy and efficient, additional tools like printing of text parts or
figures are supported.
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Documentation
DOCUMENTATION (AIR@NAV)
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
Standard Practices
9. Standard Practices
Historically, aeronautical electrical installations have been
based on copper conductors with only a few improvements over
the last 40 years. Arc Tracking, video limitations and kilometers
of heavy cables are still problems to solve for a 21st century
aircraft.
Airbus introduces the generalized use of the aluminum electrical
wiring and extends the fiber optic applications in the A380 to
solve these problems, instead of classical copper cables. It is a
revolution like the composite materials introduction was.
Basic Principle, benefits and applications of the Aluminum
Wiring
The aluminum wiring sends electrical energy to the different
systems. It has an insulation part made from polyamide and
Poly-Tetra-Fluoro-Ethylene (PTFE), and the conductor part
made from an aluminum core, copper cladded and nickelplated.
This configuration gives the two main advantages of the
aluminum wiring:
- It is arc tracking resistant, and 30% lighter than the
classical copper cables with the same electrical
performances.
- It is used in the whole aircraft except in the unpressurized
zones and the electronic bays, where the smaller sizes are
substituted by a new generation of copper cables.
The fiber optic cable is an appropriate means of information
transmission using light waves. The light pulses are “channeled”
inside the cable core, which is made of materials of different
refraction indexes. An exterior coating protects the conductor
part.
- Fiber optics can transmit more information, in less time and
on wider distances than copper cables or radio links.
- They are not affected by magnetic fields,
- they are more secure,
- smaller and lighter than the copper cables.
- Video images transmission, sensors and the gyroscope are
the applications in the A380. Other information
transmissions are made through classical coaxial and
braided copper cables.
Basic Principle, benefits and applications of the Fiber Optic
Cables
© Airbus Training Center Hamburg
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ATA 00 – Page 0028
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Introduction
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Standard Practices
ALUMINIUM WIRING – BUILD-UP
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0029
AIRBUS TRAINING
Aluminium Wiring
9.1
Difficulties of this technology and how they are solved,
Oxidation
Aluminium Wiring
Airbus has performed research and development works during
the last 20 years to confirm that the application of the aluminum
wiring gauges is possible for any size, from the smallest to the
biggest one.
Basically, the aluminum wiring has two main parts:
Conductor part description
The conductor part is the cable core, and is made of several
strands.
All of them are made of an aluminum alloy core, which is
copper cladded and finally, nickel plated.
Insulation part description
The insulation part is made of:
- polyamide T-type and
- the PTFE tape.
The insulation has a specific gray color to easily identify the
aluminum wiring.
Why has it been chosen?
One of the A380 Top Level Requirements is “the electrical
cables must be Arc Tracking Resistant and as light as possible”.
The Polyamide T-tape and the PTFE insulation are arc tracking
resistant materials. In addition to this, the new aluminum wire is
around 30% lighter than the classical copper one, for the same
conductivity performances, with a size increase of 35% in
volume.
So, Arc Tracking Resistance and reduced weight are the main
advantages of the aluminum wiring family and justify the
application of this technology in the A380.
© Airbus Training Center Hamburg
A380-800 General Familiarization
The use of this technology has some associated difficulties, but
all of them have been solved, and can explain the choice for
this wire configuration.
The aluminum is easy to oxide on its surface. Those aluminum
oxide surfaces would reduce the conductive performances of
the cable.
But the conductor part configuration, with nickel and copper
films as barrier functions, avoids this problem. Indeed, this
configuration also gives an electrical contact area similar to the
pure copper cables.
Fragile
The conductor part is more fragile than the classical copper
conductors.
But the insulation part improves the global breaking strength of
the cable to reach an acceptable level.
Connection
The Aluminum Wiring Technology will have to coexist with the
classical copper one, which all of the equipments still have
inside. So, some corrosion problems could be found at the
connector level.
A new kind of sealing proof connectors has been developed to
prevent this phenomenon, assuring a secure and reliable
electrical contact.
Installation and repair processes
It is recommended that technical training be performed to
familiarize the trainees with this technology.
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00 – General
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Aluminium Wiring
ALUMINIUM WIRING – CHARACTERISTICS
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
Aluminium Wiring
Application
There is no limitation to use the aluminum wiring technology as
the test results have proved. But, inside of the Electronic Bays,
only the small aluminum cables are not used, because there are
too much different connector types to develop. It is a technology
really young, and the A380 is pointing the way for the next civil
aircraft.
For training purposes only!
In addition to these bays, the small aluminum gauges are not
used in exposed unpressurized zones either. It is a
conservative reason; due to the fact that those zones have the
most severe climatic environments. As for example, landing
gear bays and pylons are high vibration zones.
Is it possible to find copper cables in the A380?
In those zones where the small aluminum gauges have been
excluded, a new generation of copper cables will be applied.
This evolution of the actual copper wiring will have the same
mechanical and electrical requirements than the aluminum one,
for example the Arc Tracking resistance property. This A380
top-level requirement is fulfilled because the same aluminum
wiring insulation is used.
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Aluminium Wiring
ALUMINIUM WIRING – APPLICATIONS
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
Fibre Optic Cables
9.2
Fibre Optic Cables
How to communicate in an optical way?
The principle is to convert electric signals into coded light
waves, and then transfer these waves “channeled” in a material
of a great clearness.
The insulation part is made from layers of coating,
strengthening fibers and the external jacket to preserve the
strength of the cable, and avoid environmental effects like
moisture and extreme of temperature. Several conductors can
be introduced in the same exterior coating, depending on cable
use.
For training purposes only!
In order to use these light waves, they must be converted again
into electric signals at the end of the fiber optic.
So, the optical transmission assembly is composed of a
transmitter, fiber optics and connectors, and a receiver.
Cable Structure
The conductor part of the cable is made of two basic elements:
The core and the cladding, each of them is composed of
materials with different refraction indexes. This configuration
assures that the light wave will be kept at an angle where it is
totally reflected by the cladding, so it will become trapped inside
and transmitted along the core.
Depending on the application and the performances, the
conductor materials can be plastic, polymers, glass, silica and
quartz.
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fibre Optic Cables
FIBRE OPTIC CABLES
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
Fibre Optic Cables
Capacity
Fiber optics have a huge bandwidth, which is far from being
exploited nowadays.
They have low losses and no attenuation problems for any
signal frequency up to very high frequencies.
So, Fiber optics can send more information, in less time and on
wider distances than copper cables or radio links.
Design
And finally, the fiber optic cables are lighter and smaller than
the copper cables, saving weight and space.
Installation and repair processes
It is recommended that technical training be performed to
familiarize the trainees with this technology.
For training purposes only!
Comparison
As different conductor materials can be used, the properties can
change lightly, but the performances in all the fiber optic cables
are always better than the classical coaxial or the copper
braided cables.
Accuracy
As the light wave is not affected by magnetic fields, shielding is
not necessary and the fiber optic represents a suitable means
of transmission for sensitive data.
Security
From the security point of view, it is almost impossible to spy an
optical transmission without realizing it.
© Airbus Training Center Hamburg
June/01/2004 – MKa
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fibre Optic Cables
FIBRE OPTIC CABLES - BENEFITS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0037
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AIRBUS TRAINING
A380-800 General Familiarization
Fibre Optic Cables
For training purposes only!
Video & Sensors
As fiber optics have great data transmission capabilities, they
are used for video transmission in the A380.
External & Taxiing Aid Camera System (ETACS) and In-Flight
Entertainment (IFE) systems are good examples of video
applications.
The fiber optic is a solution for less wiring use thus there is less
risk of fire in the cabin.
They are also used in sensors like smoke detectors and
gyroscopes, due to the better reliability, insensibility to magnetic
fields, and the accuracy of these cables.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 00 – Page 0038
00 – General
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fibre Optic Cables
FIBRE OPTIC CABLES - APPLICATIONS
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ATA 00 – Page 0039
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
00 – General
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ATA 00 – Page 0040
AIRBUS TRAINING
Air Conditioning – Content
For training purposes only!
21
A380-800 General Familiarization
Page
General................................................................... 2
System Description................................................. 4
2.1 Air Generation and Temperature Control ............... 4
2.2 Ventilation and Air Distribution ............................. 10
2.3 Ventilation Control System ................................... 12
2.4 Cargo Heating and Ventilation.............................. 14
2.5 Avionics Ventilation System ................................. 18
2.6 Pressurization....................................................... 22
2.7 Supplemental Cooling Systems............................ 26
2.8 Door Area Heating System................................... 30
3.
Control and Indicating........................................... 32
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 001
AIRBUS TRAINING
A380-800 General Familiarization
Air Conditioning Introduction
1. General
© Airbus Training Center Hamburg
June/01/2004 – PSS
For training purposes only!
The Environmental Control System (ECS) keeps the air in the
cockpit, the two cabin decks (upper- and main deck) and the
lower deck cargo compartments at the necessary levels to meet
heating, ventilation and pressure requirements. The bleed air
system (ATA36) supplies the air generation system from the
engines (ATA70) and alternatively on ground from the APU
(ATA49). The ECS can also be supplied from independent air
sources through three High Pressure (HP) ground connectors
installed on the pneumatic air distribution system.
ATA 21 – Page 002
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A380-800 General Familiarization
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Air Conditioning Introduction
GENERAL
© Airbus Training Center Hamburg
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ATA 21 – Page 003
AIRBUS TRAINING
A380-800 General Familiarization
Air Generation and Temperature Control
2. System Description
Air Generation System
Trim Air System
A dual two spool air generation system using air cycle
technology is installed in front of the wing box in the non
pressurized area of the fuselage. Controlled cooling air from
outside the aircraft (ram air) passes through the heat
exchangers of each unit.
The air generation system supplies air with the coldest
temperature necessary. Trim air (hot bleed air/ pressure
reduced) modulates the temperature of the mixed air for each
related zone.
The temperatures are automatically controlled through a
controller by comparison of the set temperature and the value
measured by a temperature sensor installed in each zone. The
cockpit and cabin temperature can be set by the crew in a
range from 18oC to 30oC.
The air generation system is designed to provide a fresh air flow
per passenger of 0.66 lb/min for an all tourist cabin layout and
0.55 lb/min for any high density cabin layout
A central pre-mixing unit mixes the discharge air (fresh air) from
the air generation system with re-circulation air flows. The premixed air is then sent to the different cabin zones. The unit is
also used for the distribution of ventilation air that is supplied
from the emergency ram air inlets and Low Pressure (LP)
ground connectors.
Air Generation System Failure Conditions
There is no in flight effect in case of any single failure in the air
generation system. In case of a double failure in the air
generation system, the maximum cruise altitude is limited to
35,000 ft.
In the event of more than two major system failures, emergency
ram air inlets permits the aircraft to be ventilated below a flight
altitude of 10,000 ft.
© Airbus Training Center Hamburg
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ATA 21 – Page 004
For training purposes only!
2.1 Air Generation and Temperature Control
AIRBUS TRAINING
A380-800 General Familiarization
Air Generation and Temperature Control
Local Recirculation
Unit
Upper Deck (Seven Temp. Zones)
Main Deck (Eight Temp. Zones)
Gear
AFT Cargo
Bulk
OFV
2 Blower fans
Outflow
Valve
1 Extract fan
Valve
Outflow
Valve
Outflow
Recirculation Fan
Electrical Heater
BLEED
AIR
SUPPLY
Recirculation
Fan
Ozone Ozone Ozone Ozone
Conv. Conv. Conv. Conv.
PreMixing
Unit
ATA 21 ATA 36
Flow
Flow
Flow
Flow
Control Control Control Control
Trim Air
Valve
Trim Air System 1
Air
Generation
System
Trim Air System 2
Emergency Ram Air Supply
LP Ground Connector
LP Ground Connector
Emergency Ram Air Supply
LP Ground Connector
LP Ground Connector
Trim Air Pressure
Regulation Valve 1
RAI
RAO
AIR CONDITIONING AND TEMPERATURE CONTROL
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 005
For training purposes only!
Wing
FWD Cargo
AIRBUS TRAINING
A380-800 General Familiarization
Air Generation and Temperature Control
The ATA 21 air generation system for the Airbus A380 aircraft
has:
-
two identical air cycle cooling Air Generator Units (AGUs)
which condition fresh bleed air for cabin heating and cooling
Flow Control Valves(FCVs), which give accurate modulation
of cooling AGU air flow
flow sensing venturis, which give the data to calculate the
bleed flow
ram air inlet and ram air outlet, which duct and regulate the
ram air flow used to reduce the temperature of the bleed air
AGU check valves to prevent a cabin depressurisation
spray nozzles to introduce evaporating water in the ram air
channel
two mixer temperature sensors and two Fully Digital AGU
Controllers (FDAC’s), which controls and commands the air
generation system behaviour and permits the electronic
interface between this subsystem with other subsystems of
the air conditioning system and with other aircraft systems.
The AGU temperature control system is given to permit the
heating and cooling of the cabin under all ambient conditions
and to satisfactorily use the ram and bleed air. The AGU
temperatures are controlled through the modulation of the
control valves and the ram doors as ordered by the FDAC’s
based on signals from AGU sensors
Modulation of the ram air inlet and exit actuators varies the
amount of ram flow being used for cooling purposes. The
actuators are brush less DC servomotors with multi-stage gear
trains to reduce and convert rotation to linear motion which
extends or retracts a translating arm to operate the ram doors.
© Airbus Training Center Hamburg
Each AGU uses two single motor actuators for the ram inlet
door and two single motor actuators, one for each ram exit door.
Modulation of the two temperature control valves vary the AGU
outlet temperature by mixing primary heat exchanger outlet air
with second stage turbine discharge air of its related Air Cycle
Machine ( ACM). Item 215 is a stepper motor actuated spool
valve which is integrated into the ACM housing and controlled
by the FDAC.
Modulation of both Item 214 turbine bypass valves primarily
vary the condenser cold side inlet temperature by mixing water
collector outlet air with first stage turbine discharge air. Item
214 is a stepper motor actuated spool valve which is integrated
into the ACM housing and controlled by the FDAC.
The Item 203 and 206 ram air door actuators, Item 215 TCV,
and Item 214 Turbine Bypass Valves (TBV) (when necessary
for mixer temperature control) are controlled in a scheduled
manner (ground operation) as necessary to keep the necessary
mixer outlet temperature as sensed by the Item 211
temperature sensors. In flight, the TCV and TBV are used as
the primary control of the mixer temperature. The ram doors do
closed loop control of the compressor temperature, although
they can also be used to control mixer temperature once the
TCV and TBV have run out of authority. The control of the AGU
valves is designed to minimize the use of ram air, minimize
airplane drag, keep the necessary ventilation flow, control and
limit compressor outlet temperature and keep sufficient ACM
fan surge margins. Item 214 is necessary for control of the
mixer outlet temperature only when the Item 215 TBV has been
controlled to its wide open position and the mixer temperature
stays below its reference temperature.
June/01/2004 – PSS
ATA 21 – Page 006
For training purposes only!
Control and Operation
A380-800 General Familiarization
For training purposes only!
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ATA 21 – Page 007
AIRBUS TRAINING
A380-800 General Familiarization
Air Generation and Temperature Control
Control and Operation (cont’d)
For training purposes only!
Control of Item 214 give regulation of the condenser inlet
temperature at or above 2.2 deg C (36 deg F) at the
temperature sensor location. To keep the temperature at this
level, it is necessary to prevent icing in the condenser and
assures sufficient water removal capacity.
© Airbus Training Center Hamburg
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ATA 21 – Page 008
AIRBUS TRAINING
A380-800 General Familiarization
Air Generation and Temperature Control
200
203
surge
M(dc)
RVT
M(dc)
To Trim
Ram
Air
230
P
∆P
213
238
P
∆P
From Bleed
System
RVT
M (vdc)
Flow Selector
CFE
Temp. Selector
211
Mixer Temp
Sensor
T
P TM C1
T
CFE
204
T
From Bleed
System
FDAC
Sec. HX
207
Sec. HX
208
Primary HX
207
Primary HX
208
230
204
P TM C1
205
Ovbd
206
239
216
CONDENSER
216
T
235
T
214
RVT
M
T
205
239
T1
209
225
M(dc)
RVT
CFE
220
RVT
C
F
217
M(dc)
234
T
Pack
Outlets
T2
214 RVT
M
275,276,
277,278
279
Ovbd
Water
Collector
210
T
234
F
RVT
M (vdc)
212
218
233
T
260
220
C
209
CFE
T1
T2
RVT
M
Ram Outlets
M
RVT
270
215
215
Unpressurized
Zone
Pressurized
Zone
AIR GENERATION UNIT
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 009
For training purposes only!
Ram Inlet
CFE
AIRBUS TRAINING
A380-800 General Familiarization
Ventilation and Air Distribution
2.2 Ventilation and Air Distribution
Cockpit Air Distribution
The cockpit air distribution system supplies the cockpit with air
coming from the pre-mixer unit.
A main pipe routing from frame 21 and toward the A/C nose is
divided in two ducts to the left and right hand side and will
supply the cockpit air outlets on the left and right hand sides.
Individual Air Distribution (optional)
Cabin Air Distribution
The main deck is divided into eight, the upper deck into seven
independent temperature zones. The flight deck represents
another temperature zone. These different zones are supplied
from the central pre-mixing unit which is located in front of the
center wing box.
The pre-mixed air is led in the lower part of the fuselage to the
related fuselage section before it is distributed in separate ducts
between frames to the main and upper deck ceiling areas
where they are connected to the distribution ducting of each
zone.
Cabin air outlets at each side of the cabin in the main and the
upper deck give sufficient and equal air flow to the passengers.
Air for passenger individual ventilation is taken from the cabin
zone distribution ducting and then fed into distribution lines
below the hat racks. The individual outlets are located above
each passenger seat row and are adjustable in airflow and
direction.
A suction system extracts the air from the upper deck and
supplies it together with pre-mixed air to the main and upper
deck.
© Airbus Training Center Hamburg
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ATA 21 – Page 0010
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The ventilation concept harmonizes the different flows of
ventilation air throughout the pressurized fuselage. Fresh air
from the air generation system is mixed with re-circulated air
from the cabin. The re-circulation air for pre-mixing is supplied
through re-circulation filters and re-circulation fans to the central
pre-mixing unit. Local mixing units in the cabin areas add further
re-circulation air from the upper deck to the ventilation air.
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Ventilation and Air Distribution
RH
Dual
AIR CIRCULATION AND TEMPERTATUR ZONES
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ATA 21 – Page 0011
AIRBUS TRAINING
A380-800 General Familiarization
Ventilation Control System
2.3 Ventilation Control System
The Ventilation Control System (VCS) operates fully automatic
in normal and abnormal conditions but some functions permit
semiautomatic control, i.e. manual override of the automatic
control function done by the flight crew on the related control
panel in the cockpit.
-
For training purposes only!
The A380 VCS operates and monitors the air distribution in the
fuselage:
The operation is done by controlling and monitoring of fans,
valves, actuators and sensors (temperature and pressure).
The operation of the VCS is fully automatic under normal
and abnormal operating condition.
The VCS is connected to the AC and DC power bus bars
and to other A/C systems mainly via AFDX network in order
to receive the necessary information about A/C operation
and to supply information about the system condition to
other A/C systems for indication, control and maintenance
purpose
The VCS has several re-circulation fans, isolation valves and
transfer bypass valves that direct or change the airflow in the
ducts. Its pressure and temperature information is get by means
of sensors located in the mixer unit, ducting or different
compartments. All these components are connected to one of
the two (FWD or AFT) Ventilation Control Modules (VCMs)
which process input signals, analyzes orders and operates the
equipment such as valves, fans, emergency ram air actuators
and cargo heaters.
© Airbus Training Center Hamburg
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ATA 21 – Page 0012
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Ventilation Control System
VENTILATION CONTROL SYSTEM
© Airbus Training Center Hamburg
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ATA 21 – Page 0013
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Heating and Ventilation
2.4 Cargo Heating and Ventilation
For training purposes only!
The cargo ventilation system of the A380 gives optionally
ventilation and temperature control for the forward and aft cargo
hold. Air from the pre-mixing unit is mixed with underfloor air to
ventilate the compartments. The bulk Cargo Compartment (CC)
has a ventilation and heating system as a standard installation.
The compartment is supplied with pre-mixed air from the related
cabin supply duct and the air can be heated by an electrical
heating system.
The bulk cargo ventilation and heating system is based on a
suction system. The airflow into the compartment is caused by
an extraction airflow out of the cargo compartment (supplied
by an extraction fan) . The air extraction ducting is located on
the right side of the aft cargo compartment.
For heating of the bulk CC, supply air is temperature controlled
as necessary by adding hot air.
The amount of hot air is controlled by the duct heater, which
receives air from the LP re-circulation system.
The bulk cargo compartment ventilation and heating system has
two major functions:
-
ventilation and heating of the bulk CC in the selected
temperature range
no cooling function for the bulk CC is available.
© Airbus Training Center Hamburg
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ATA 21 – Page 0014
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Cargo Heating and Ventilation
FWD CARGO HEATING
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ATA 21 – Page 0015
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cargo Heating and Ventilation
AFT CARGO HEATING
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ATA 21 – Page 0016
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cargo Heating and Ventilation
BULK CARGO HEATING
© Airbus Training Center Hamburg
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ATA 21 – Page 0017
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Ventilation System
-
Two subsystems, the blowing and the extraction system ensure
the avionics ventilation.
BLOWING SYSTEM
The blowing system has two independent circuits installed on
the left and right hand side in the forward part of the aircraft. On
each circuit a blowing fan gives the applicable ventilation
airflow. The left hand system supplies air to the avionics
equipment installed on side 1; the right hand system supplies to
the avionics equipment installed on side 2 and installed in the
upper deck E/E bay. A back-up valve, related to each circuit,
gives in the case of the relevant blowing fan failure, the
ventilation airflow from the pre-mixer unit.
The fans are controlled in speed in order to reduce the noise
level:
-
when the temperature decrease below 30°C, the fan
operates in low speed
when the temperature increase above 35°C, the fan
operates in high speed
When the cooling capacity ( air temperature or / and air flow ) of
the blown air is abnormal, a Cooling Effect Detector (CED),
related to each circuit, control the relevant back-up valve
opening. If normal ventilation conditions are not recovered the
CED gives an electrical signal through the CPIOM modules to:
-
the Flight Warning System (FWS) ( warning message )
the Centralized Maintenance System (CMS)
maintenance operation
© Airbus Training Center Hamburg
the klaxon and external warning light during ground
operation.
In case of a fan failure, the back-up valve are directly controlled
open by the fan itself.
EXTRACTION SYSTEM
The extraction system is designed to evacuate the equipment
heat dissipation by to different way. During the flight, the air is
blown under the floor area of the cargo compartment through
the inboard valve and then rejected outside the aircraft through
the cabin pressure outflow valves.
In the case of the extract fan failure the air is extracted by the
cabin differential pressure effect through the overboard valve in
partial opening position. On ground the air is send outside
through the overboard valve in open position.
A pressure switch located near the extract fan detects an
abnormal air flow in the extraction duct. It gives an electrical
signal through the CPIOM modules to:
- the FWS ( warning message )
- the “EXTRACT / FAULT” push button light on the overhead
panel.
- the CMS for maintenance operation
- the klaxon and external warning light during ground
operation.
for
June/01/2004 – PSS
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For training purposes only!
2.5 Avionics Ventilation System
A380-800 General Familiarization
For training purposes only!
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AIRBUS TRAINING
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Avionics Ventilation System
For training purposes only!
OPTIONNAL GROUND REFRIGERATING FUNCTION
Ground cooling option, if installed, permits the cooling of
avionics blowing air on ground when the A/C air conditioning is
switched off. The air temperature is decreased through a heat
exchanger installed on each blowing circuit. Each exchanger
have supplied by the related valve with coolant fluid from the
Supplemental Cooling System (SCS).
© Airbus Training Center Hamburg
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ATA 21 – Page 0020
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Ventilation System
Upper deck
E/E bay
Upper deck cabin
Flight deck
GROUND REFRIGERATING HEAT EXCHANGER
Cockpit panels
GROUND COOLING VALVE
Right side
Avionics rack
Main deck cabin
Right side blowing system
Pre-mixer
Unit
Left side blowing system
Left side
Avionics rack
Fresh air from AGU
Primary power
Centre
15
FRAMES
Cabin outflow valve
20
22
Section 12
Section 11
47
38
Section 13
Section 15
AVS blowing subsystem
AVS extraction subsystem
Cooling effect detector
AVS back-up circuit
Ground cooling unit
fans
valves
filters
AVIONICS COMPARTMENT VENTILATION
© Airbus Training Center Hamburg
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ATA 21 – Page 0021
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FCRC
AIRBUS TRAINING
A380-800 General Familiarization
Pressurization
2.6 Pressurization
The Cabin Pressure Control System (CPCS) controls the air
pressure in the fuselage and the rate of air exchange to give
maximum passenger comfort and safety. It has outflow valves
for pressure control and safety valves to prevent excessive
positive or negative overpressure in the fuselage. Four outflow
valves are installed to minimize longitudinal airflow in the cabin
in case of one valve failed. Two of them are located in the lower
forward fuselage, two in the lower aft fuselage. The outflow
valves are controlled electrically. The cabin pressure control
characteristic is such that a cabin altitude is not more than
7,000 ft while flying at or lower than 41,000 ft altitude for
passenger comfort.
The Cabin Pressure Control System (CPCS) is a part of the air
conditioning system.
The key characteristics and main functionalities of the CPCS
are:
-
-
discharge the airflow from different ambient air supply
systems overboard and support equal ventilation of the
different a/c zones.
control the fuselage internal air pressure over the complete
flight/ground operational envelope of the aircraft
control the cabin pressure rate of change with the intention
to achieve the best comfort for the passengers
control the cabin differential pressure
Outflow Valve Control (and Sensor) Modules (OC(S)M), which
increase or decrease the fuselage internal air pressure as
necessary for the a/c operation by changing the airflow
discharged overboard through the valves.
The operation of the CPCS is fully automatic under normal and
abnormal operating conditions.
The system integrates four standardized Integrated Modular
Avionics (IMA) modules (CPIOM-B), which contain the
application software. Each CPIOM-B is connected through an
ARINC429 data bus bi-directional to the OC(S)Ms, which are
located in vicinity of the OFV’s and connected through discrete
interfaces to them. Based on the demands of the CPC
application, the OC(S)Ms compute the necessary orders, which
move the gates of the Outflow Valves.
The Control and Display System (CDS)-CPCS interface is used
to give to the flight crew information about unexpected flight
conditions, a/c status messages and a/c system synoptic
diagrams on the “System.
The system has air pressure relief valves called Outflow Valves
(OFV) which are installed in the a/c lower skin and related
© Airbus Training Center Hamburg
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Cabin Pressure Control System
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Pressurization
CABIN PRESSURE CONTROLLER SYSTEM ARCHITECTURE
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AIRBUS TRAINING
A380-800 General Familiarization
Pressurization
Pressurization (Cont’d)
-
-
the Automatic Control System (ACS)
the Emergency Pressurization System (EPS)
the Override Control System (OCS)
-
The Automatic Control System (ACS) comprises the IMA
Modules, the main part of the OC(S)Ms and the OFVs.
The CPCS application hosted in each CPIOM B computes the
following tasks:
-
-
The OCS comprises the Integrated Control Panel (ICP) and is
isolated from the EPS functionality and isolated from the
automatic controls.
If necessary by a/c operation or other reasons the flight crew
sets the OVRD mode and the necessary cabin rate and altitude
target on the ICP. These signals are send through a CAN bus to
a dedicated partition in the OC(S)M and converted into OFV
position demands. If OVRD is set, the OCS uses these position
demands to control the OFV motor.
control modes
outflow distribution
cabin target pressure schedules
cabin pressure rate schedules
Prevention Of Pressurization (P.O.P.)
system BITE and CMS communication
application BITE and redundancy management
aircraft communication
The EPS comprises a part of each OC(S)M, the OFVs,
Negative Relief Valves (NRVs) and own cabin and ambient
pressure sources.
The central function of the EPS is a safety logic in the OC(S)M,
which collects data about the cabin pressure from dissimilar
pressure transducers. Also the ambient pressure signals from
the Air Data Inertial Reference System (ADIRS), Integrated
Stand-by Instrument System (ISIS) and an own differential
pressure sensor sends directly per RS422 bus to the EPS.
© Airbus Training Center Hamburg
-
limitation of the residual pressure on ground
motor commutation based on position demands from the
ACS
protection of positive dP and cabin altitude limits against
inadvertent function from the ACS
warnings to the FWS in case of strong system malfunction
(e.g. Ex Cab Alt)
limitation of the maximum negative dP
In case of the ambient pressure is higher than the cabin
pressure, NRVs - as well based on pure mechanic aspects –
open and equalize therefore the pressure difference between
outside and inside the fuselage.
June/01/2004 – PSS
ATA 21 – Page 0024
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The EPS is responsible for:
The system controls are divided into:
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Pressurization
ORV
For training purposes only!
NRV
OFV
OFV.: Out Flow Valve
ORV: Overpressure Relief Valve
NRV: Negative Relief Valve
CABIN PRESSURE SYSTEM COMPONENTS
© Airbus Training Center Hamburg
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AIRBUS TRAINING
A380-800 General Familiarization
Supplemental Cooling Systems
The Supplemental Cooling System (SCS) is developed
according to a fluid-based cooling concept. The cooling capacity
is generated at a central location. It is distributed with a coolant
through a pipe, and supplied to the air at galleys/trolleys
locations.
As an option the SCS can give supplemental cooling capacity to
cool the lower and upper avionics bays.
The galley cooling and avionics bays cooling functions are
independent.
Two vapor cycle machines called Central Refrigeration Units
(CRUs) give the cooling capacity. The CRUs have liquid-toliquid heat exchanges as evaporator, which are used to supply
the generated cold to the coolant fluid.
The heat drawn out of the coolant by each CRU is discharged
to outside air (used as a heat sink). This air is moved from the
outside to the condenser through an inlet air channel: On
ground, air is blown by fans. In flight, ram air is used, fans are
wind milling.
The coolant is moved by pumps.
One reservoir per cooling bus compensates thermal expansions
and small leakages.
of each CRU, but both cooling busses are completely
separated. The different consumer stations are connected to
the supply and return branch of the cooling busses in parallel.
The cooling bus inside the pressurized fuselage is customized.
The number of galleys, their location, and the number of trolleys
to be cooled will be different related to individual airline needs.
The Air Cooling Units (ACUs) transfer the cooling capacity from
the coolant to air in galleys/trolleys. An ACU comprises a heat
exchanger, and also a fan to move the air, means to control the
air temperature locally, and a drainage line for condensation
water.
System Control
Two SCS Controllers (SCSCs) control the system. One is in the
active mode and the other in hot standby mode. The system
operates automatically apart from ON/OFF switching.
Local controllers (in ACUs) give local control functions.
Two cooling busses distribute the cooling capacity to the
different consumer stations which are the galleys and optional
the avionic equipment in the avionics bay.
One cooling bus supplies the RH side of the a/c, the other one
the LH side. Both cooling busses are able to supply the center
galleys. Each cooling bus is supplied through each evaporator
© Airbus Training Center Hamburg
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ATA 21 – Page 0026
For training purposes only!
2.7 Supplemental Cooling Systems
AIRBUS TRAINING
A380-800 General Familiarization
Supplemental Cooling Systems
ACU
Fans
Air inlet
channel
CRU
Air outlet
channel
Air inlet
channel
CRU
Air outlet
channel
ACU
Avionic
Ventilation
GCU
By-pas
Central
Galleys
Reservoirs
ACU ACU
ACU
ACU
Pumps
Coolant loops
ACU
ACU
GCU
By-pas
ACU: Air Cooling Unit
CRU: Central Refrigeration Unit
GCU: Ground Cooling Unit
SUPPLEMENTAL COOLING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 0027
For training purposes only!
Lateral
Galleys
AIRBUS TRAINING
A380-800 General Familiarization
Supplemental Cooling Systems
The optional Supplemental Cooling System (SCS) is installed to
give supplemental cooling capacity to cool food and beverages
on board the aircraft up to a temperature of 4°C.
The CRU gives the liquid coolant that is distributed into the
whole cabin flexible areas through a liquid cooling network.
The liquid cooling network is connected to each galley storing
food and beverages to an heat exchanger called Air Cooler Unit
(ACU)
The ACU are located either on top or behind the galleys
depending on their location.
The ACU transfer the cooled liquid into cooled air through air
fans to the trolleys located in the galleys
The system operates automatically apart from ON/OFF
switching
The galley cooling and avionics bays cooling functions are
independent (non-concomitant operations).
For training purposes only!
Galley Cooling
The ACU are located in the Lower avionics bay.
The ACU transfer the cooled liquid into cooled air through air
fans to the Lower and Upper avionics bays
The system operates automatically apart from ON/OFF
switching.
Avionics Cooling
The optional Supplemental Cooling System (SCS) is installed to
give supplemental cooling capacity to cool the Lower and Upper
avionics bays.
The SCS has two (2) Centralized Refrigeration Unit (CRU)
installed in the belly fairing under the wing box.
The CRU gives the liquid coolant that is distributed into the
whole cabin flexible areas through a liquid cooling network.
The liquid cooling network is connected to an heat exchanger
called Air Cooler Unit (ACU)
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 0028
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Supplemental Cooling Systems
Centralized Items
of Equipment Coolant
Pipes
Behind galCoolant Fluid
Line
Coolant Control
Valve
ControlUnit
VariableSpeed
Fan
Air of the trolleys
Air to the
trolleys
SUPPLEMENTAL COOLING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 0029
AIRBUS TRAINING
A380-800 General Familiarization
Door Area Heating System
2.8 Door Area Heating System
For training purposes only!
TBD
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 21 – Page 0030
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Door Area Heating System
TBD
DOOR AREA HEATING SYSTEM
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June/01/2004 – PSS
ATA 21 – Page 0031
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
For training purposes only!
TBD
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
AIR CONDITIONING CP AND RELATED ECAM PAGES
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A380-800 General Familiarization
For training purposes only!
AIRBUS TRAINING
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indication
CRUISE
ENG
10100
10100
10100
10100
FF KG/H
F.USED KG
TOTAL F.USED100040 KG
10100
10100
10100
10100
ALL ENG 40400 KG
AIR/OXY
CAB V/S
22
22 °C
22 °C
22 °C
TAT
SAT
ISA
M
S
G
-/-
51
36
+5
24 °C
24 °C
24 °C
24 °C
22 °C
°C
°C
500 FT/MIN
P 0.8 PSI
CAB ALT
22000 FT
GWCG
37. 5 %
GW
370 000 KG
FOB
30 000 KG
Active CTL : OAKLAND KZAK
23 H 56
RECALL
REQUEST
EMERG
CABIN PRESSURE CP AND RELATED ECAM PAGES
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A380-800 General Familiarization
For training purposes only!
AIRBUS TRAINING
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ATA 21 – Page 0036
AIRBUS TRAINING
22 – Autoflight
22
A380-800 General Familiarization
Autoflight – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Flight Guidance Function .................................... 4
2.2 Flight Envelope Function..................................... 8
2.3 Flight Management Function............................. 10
2.4 Airport Navigation Function............................... 18
3. Control and Indicating............................................. 20
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 22 – Page 001
22 – Autoflight
AIRBUS TRAINING
Autoflight System Introduction
•
1. General
The function of the Auto Flight System (AFS) is to decrease the
crew workload.
The AFS is used to obey the flight plan specified by the airline.
This flight plan gives accurate data about the flight from
departure to arrival. It includes the vertical data and all
intermediate waypoints.
The AFS calculates the orders to automatically control the flight
controls and the engines so as to optimize fuel consumption
and to increase flight safety.
The primary AFS functions are:
-
the Auto Pilot (AP). The AP gives orders to the control
surfaces on the three axis (pitch, roll, and yaw) and to
the nose wheel.
the Flight Director (FD). The FD gives the guidance
orders used in manual control. These orders are shown
on the Primary Flight Display (PFD) through the Control
and Display System (CDS). The FD shows to the pilot
the orders followed by the AP.
•
-
Management : Long term functions, i.e. Navigation (with
related database), flight planning and predictions. Coupling
between guidance and management is possible : Flight
plan following with speed constraint the data concentrator
and maintenance function.
The AFS has these components:
-
one FCU (Flight control Unit)
-
three PRIM (PRIMary Flight Control and Guidance
Computer) main autoflight computers (shared with Flight
Control
-
two CPIOM-C
-
specific switches/selector in the cockpit shared with other
systems:
the Auto Thrust (A/THR). The A/THR sends orders to the
Engine Control Unit (ECU) to control the thrust.
the Flight Envelope (FE) functions (see ATA 22-60-00):
•
•
the weight and Center of Gravity (CG) estimation for
aft CG warning.
Components AFS
the Flight Guidance (FG) functions:
•
-
-
A380-800 General Familiarization
•
•
•
•
•
side stick, rudder pedal and throttle control lever
instinctive disconnect push button switches (2) located
on the side stick
A/THR instinctive disconnect push button switches (2)
located on the throttle control lever
configuration switches for ADC/IRS/FM selection
master autoland alarm (managed by the flight warning
system).
the characteristic speed computation
the detection of unusual configurations
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 22 – Page 002
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Autoflight System Introduction
Flight Control Unit
Autoflight System
explained
Baro setting
Sensors:
ADC
IRS
MMR
RA
Accelerometer
Gyrometers
ISIS
CDS
AESS
Slat/Flap
Flight Envelope
Flight Guidance:
AP - FD - A/THR
AFDX
Display (CDS)
Data loading
Fuel
Landing Gear
FM
Engines
Warning/Monitoring
Maintenance (FCDC)
Backup FCU
WBBC
Autoflight Inner
loops
Breaking Steering
Flight Control
Actuators
Control Surfaces
FMS
PRIM
FCSC
AUTOFLIGHT SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 003
For training purposes only!
FCU
22 – Autoflight
AIRBUS TRAINING
Flight Guidance Function
A380-800 General Familiarization
Operational Aspects
The Flight guidance function offers two types of guidance
achievable by AP / FD:
‘Managed’:Guidance targets are automatically given by the FM
system as a function of lateral and vertical flight plan data
entered through the FMS display or Navigation Display (ND),
CCD and keyboard (ref. Chapter 31).
‘Selected’:Guidance targets are set by the pilot on the FCU.
2. System Description
2.1 Flight Guidance Function
Flight Guidance
-
Auto Pilot (AP) / Flight Director (FD)
Auto-Thrust (A/THR)
Auto-thrust
Each engine thrust is electrically controlled by the related
FADEC EEC (Full Authority Digital Engine Control Electronic
Engine Control). The FADEC EEC’s receive commands from
the auto- thrust system.
Architecture
Three flight guidance system computers are provided. Each one
is constituted of two channels, one command channel and one
monitor channel. In case of disagreement between the two
channels, the affected computer is deactivated.
Only two computers are active, the third one is in standby and is
automatically started upon failure detection.
The flight guidance functions are supported by any of the three
computers. Upon computer failure, automatic reconfiguration of
the functions is given on one of the remaining computer.
Auto pilot commands are sent to the flight control system, which
is in charge of control-surface actuation (e.g. aileron, elevator,
…).
The auto-thrust system is in charge of automatic speed and
thrust control and can be used alone or coupled to the autopilot/flight director. Selection of the thrust limit mode is obtained
from the thrust lever position.
When A/THR is engaged it can be:
-
-
active: all thrust levers between IDLE and CLB (or MCT
with one engine failure), thrust is controlled by the A/THR
function.
inactive: If all thrust lever are above CLB (or above MCT
with one engine failure), the thrust is controlled by the
throttle position
Auto-thrust orders are sent to the Electronic Engine Control unit
(EEC).
Flight Director orders are sent to the Primary Flight Displays
(PFDs).
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 004
For training purposes only!
The flight guidance function includes
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Flight Guidance System
FCU
control
panel
MON
FCU
targets selected
by the pilot
Thrust Levers
Selected (pull)
FG/FE
•
•
•
AP / FD
Auto-thrust
FE protection
FM
FMS
control and
display
targets computed
by the system
EEC
(Electronic Engine Control Unit)
Flight Control
system
Managed (push)
PFD
NAV aids
VOR, DME, ADF
ADIRS
GPS
position
Multi-Mode Receiver
GPS / ILS / LS / DGPS
FLIGHT GUIDANCE SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 005
For training purposes only!
CMD
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight Guidance Function
Flight Control Unit (FCU)
The FCU, installed in the glareshield of the cockpit, has three
control panels: one for the AFS and two for the Electronic
Instrument System (EIS).
It includes the controls and the displays necessary for:
-
calculate the AP/FD/ATHR orders and the engagement
logics.
Important Interfaces for Flight Guidance Functions
the AFS
the PFD configuration which includes the baro setting
the Navigation Display-Control Panel (ND-CP) configuration
which includes the Range and the type of display, weather,
terrain and traffic data display.
Core Processing Input Output Module-C (CPIOM-C)
The two CPIOMs-C (hardware modules in the Integrated
Modular Avionic (IMA), see also ATA 42) have the
functions/software that follow:
Primary Flight and Guidance (PRIM) Computers
-
The three computers (PRIM) operate the Flight Guidance (FG)
system.
Each PRIM computer has two LRUs: the Flight Control and
Guidance Units A and B (FCGU A and FCGU B).
-
The FCGU A sends the data related to the Flight Controls (FC),
AP, FD, A/THR and FE for the FMS.
The two channels of the PRIM receive 3 Virtual Links (VL) from
each Flight management System (FMS).
The three PRIMs:
-
calculate the targets of the Flight Guidance and Envelope
(FGE)
consolidate the necessary inputs
calculate the characteristic speeds and the windshear
alarms
operate the FGE modes
© Airbus Training Center Hamburg
-
the fault isolation and detection for the AFS (Flight Control
Data Concentrator (FCDC) function)
the FCU Backup function
the Backup Weight and CG computation and independent
aft CG warning (Weight and Balance Back-up Computation
(WBBC) function)
the warning function. (see ATA 31).
Flight Management Computers (FMC) (see 2.3)
The FMS has three Flight Management Computers (FMC).
Each FMC operates all the functions of the FMS.
The crew interacts with the FM functions with the Control Cursor
Device (CCD) and the keyboard.
FM data is shown on the ND (trajectory, radio navaids…) and
on the Multi Function Display (MFD).
June /01/2004 – MKa
ATA 22 – Page 006
For training purposes only!
-
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
FCU
Channel
ADIRS
FCU
Channel
I I
O O
M M
I I
O O
M M
AESS
AFDX
AFDX User
(Left Side)
FCU
Channel
FCU
Channel
PRIM1
PRIM2
PRIM3
AFDX User
(Right Side)
FLIGHT GUIDANCE ARCHITECTURE
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June /01/2004 – MKa
ATA 22 – Page 007
For training purposes only!
Flight Guidance Function
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight Envelope Function
Flight Envelope – General
Flight envelope protection is given through:
- characteristic speed computation (display through the
Control and Display System (CDS) and use by FG for
protection against too low or too high speeds in level
change modes ).
- low energy and wind-shear warnings
- alpha-floor protection: increased power is automatically
applied when an angle of attack threshold is exceeded,
whatever the throttle position.
- weight and CG computation: to consolidate fuel system CG
monitoring, CG is estimated all flight long from aircraft
parameters.
Flight Envelope - Alpha Floor Protection
When the aircraft angle of attack reaches a limit value
dependent on the configuration, the alpha floor function is
started. The function is inhibited below 100ft in approach or in
case of engine failure (TBC by Handling quality) to avoid
asymmetric thrust. When the function is started, the A/THR is
engaged and full thrust is applied.
Flight Envelope - Windshear Warning
This detection performs a warning against windshear
phenomena in airport area. Thus, the actual angle of attack is
added to an estimated angle of attack (proportional to difference
© Airbus Training Center Hamburg
between longitudinal wind gradient and vertical wind) and
compared to a reference angle of attack value (depending on
slats/flaps position). The warning is enabled during 30 seconds
after takeoff under 250 feet HRA and from 1300 feet HRA to 50
feet in approach. It is inhibited in clean configuration or upon
loss of sensors (WINDSHEAR DET FAULT message is
displayed on the ECAM).
This detection is only computed by the PRIM. Upon detection,
FWS activate aural warning (information received through the
FCDC) and CDS display a red WINDSHEAR message on PFD
center part.
Flight Envelope - Low Energy Warning
This function warns the crew that the energy of the aircraft is too
low. The PRIM performs the low energy function in normal law.
If the low energy condition is activated, the PRIM send through
the FCDC a signal to the FWS which triggers the aural warning
SPEED SPEED SPEED
Flight Envelope - Weight and CG Computation
An independent (from the fuel system) aircraft weight and CG is
needed to cover some failure cases of the fuel system. The FE
function performs this estimation based on aircraft parameters
(airspeed, angle of attack, pitch trim position, S/F configuration,
fuel consumption…).
If estimated CG reaches the CG limit, an alarm is performed by
FWS and local warning is posted on the over head panel (to
indicate that manual trim tank transfer must be performed).
June /01/2004 – MKa
ATA 22 – Page 008
For training purposes only!
2.2 Flight Envelope Function
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight envelope protection:
• characteristic speed
computation and display
through the Control and
Display System (CDS)
220
200
180
• low energy and wind-shear
warnings
• alpha-floor protection
For training purposes only!
Flight Envelope Function
160
140
120
VD
EXAMPLES FOR FLIGHT ENVELOPE PROTECTION
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 009
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight Management Function
2.3 Flight Management Function
The Flight Management (FM) has these four main functions:
The A380 Flight Management system design features are:
1.
2.
3.
4.
-
flight planning: lateral / vertical
navigation: aircraft lateral position computation
performance computation: optimization/ prediction
management of peripherals
A)
B)
C)
D)
E)
-
radio navigation tuning
surveillance functions
data link functions
printer functions
programming options
Core functions equivalent to A340 FMS
interactive human / machine interface supported by the
CDS (Control and Display System) (ref: ATA 31)
large computing power and memory capacity.
an architecture based on 3 FM computers
Only two computers are active (one of them is the master FMC),
the third one is in standby and is activated upon failure
detection.
On the basis of the computed aircraft position, and having an
active flight plan, the FMS is able to compute targets to guide
the aircraft along the flight plan (lateral guidance)
The computed guidance commands are sent to the flight
guidance part of the auto-flight system.
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ATA 22 – Page 0010
For training purposes only!
General
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Flight Management Function
AP2
ND
For training purposes only!
AP1
AP1 engaged
ND
MFD
MFD
Master FMC
FMC 1
Updates of
Stand by FMC
by master FMC
Dual function
FMC 2
FMC 3
FLIGHT MANAGEMENT FUNCTION (1)
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0011
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight Planning (1)The system is capable to manage 4 flight
Navigation (2)
plans:
The navigation function (as the first lateral guidance function)
gives the best estimate of aircraft position and evaluates the
accuracy of this estimate. The FMS uses data coming from the
following sensors:
-
the active flight plan
the related temporary flight plan which results from revision
(lateral or vertical) on the active flight plan
two secondary flight plans
-
ADIRS for inertial speeds and positions, A/C time, and also
hybrid GPS-IRS position called GPIRS
-
GPS for A/C position. GPS is basic on A380.
-
DMEs for direct distance to various stations
the data from up to 2 DME stations may be used
-
VORs for bearing to a station
-
MLS, or ILS for localizer update
When a LOC signal is available in approach, the FMS uses
this LOC signal to update lateral aircraft position relatively
to the runway axis
-
Automatic Direction Finder (ADF)
Navigation function of A380 FMS has also the capability to
use ADF. However, on A380, first and second ADF are
options.
June /01/2004 – MKa
ATA 22 – Page 0012
Flight plan assembly can be done:
-
-
N
automatically:
• from the data base by means of a company route
number / city pair
• from the ground through an ATC clearance or an AOC
uplink.
Manually:
• by waypoints - waypoints insertion
• by AIRWAYS stringing.
Note: Secondary flight plans can also be created by copy from
the active flight plan. The active flight plan is composed of
primary and alternate F-PLN, including departure and
arrival procedure and missed approach.
At any time it is possible to alter the active flight plan by means
of lateral and vertical revisions.
© Airbus Training Center Hamburg
For training purposes only!
Flight Management Function
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Flight Management Function
Example for Navigation on ND
For training purposes only!
Example for Flight Planning on ND
FLIGHT PLANING / NAVIGATION
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June /01/2004 – MKa
ATA 22 – Page 0013
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Performance Computation (3)
Optimum speed for each phase, optimum altitude and maximum
altitude are computed using aerodynamic and engine models,
current conditions and airline cost index.
- A wind grid computation is provided
- Time, speed, altitude and fuel are predicted at each
waypoint.
- A fuel planning function is provided.
The same computations are provided for the 2 secondary and
temporary flight plans.
Real time Weight and Center of Gravity functions
The Fuel Control and Management System performs the weight
and centre of gravity computation. The FMS provides
initialisation data entered by the crew to the FQMS (resp. ZFW
and ZFWCG). Then, the FMS receives A/C gross weight and
centre of gravity data by the FQMS, or by the WBBC computer
which supports a back-up weight and centre of gravity
computation in case of total loss of FQMS.
Management of Peripherals (4)
Predictions
For the computation of predictions, the FMS uses the vertical
elements like:
-
take off altitudes
altitude constraints at waypoints
speed constraints at waypoints
time constraints defined by the crew
speed limits in climb and descent phases
cruise flight levels, and possibly step climb/descent
cost index value for this flight plan
winds and temperatures at waypoints.
A) Radio Navigation Tuning
The second lateral function consists in the radio navigation
tuning. The VORs, DMEs, ILSs, MLSs, and ADFs (if installed)
are normally tuned either automatically by the FMS, or manually
by the crew on POSITION / NAVAIDS page
It shall be noted that in case of total loss of FMS functions, the
crew has still the capability to tune the frequencies, channels
and courses of VOR(/DME), ILS(/DME), ADF, MLS and GLS
through the radio and audio management system manually.
On the basis of these vertical elements, the FMS computes the
optimum speeds along the flight plan from cost index, gross
weight and centre of gravity, wind, altitude and temperature,
and time constraints inserted by the crew (if any).
Then the FMS computes the predictions along the flight plan on
the basis of these optimum speeds, except when the crew
selects manually a speed or a Mach number on the FCU.
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0014
For training purposes only!
Flight Management Function
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Flight Management Function
FMS 1
FM 1 and FM 2
in DUAL mode
FMS
MFD
FMS 2
VOR
DME
(ADF)
ILS
MLS
Initialization data for
ZFW, ZFWCG, GW, and CG
ADCN virtual links
Back-up
manually
FQMS
ZFW, ZFWCG
GW and CG
RAIMS
RAD NAV
tuning
Back-upGW & CG
FLIGHT MANAGEMENT FUNCTION (2)
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0015
For training purposes only!
MFD
MFD
AIRBUS TRAINING
N
Flight Management Function
Management of Peripherals (4) (cont’d)
A380-800 General Familiarization
Note: Company requests and reports can be send either
automatically or manually.
Data Link - OIS Functions
B) Surveillance Functions
The system is interfaced to surveillance (A/C position + active
flight plan) for terrain display on the vertical display (see ATA
34).
FMS OIS functions are based on the AOC functions. However,
all the AOC services are not needed to support OIS functions.
Details are provided in the SID “System Interface Definition
Flight Management System – On-board Information System”.
C) Data Link Functions - General
Data link exchanges are supported by FMS, ACR, OIS, and
ATC.
As for the guidance, a FM unit among the two that are active is
declared as being the “communication master”. The
“communication master” FM unit is the one in charge of the
exchanges with other systems (except for ADS functions). For
ADS functions, both FM units output data to the ATC.
Data Link – ATC Functions
Data Link - AOC functions
FMS AOC (Airline Operational Control) functions are supported
through the Aircraft Communication Router (ACR). AOC
functions can be divided into two categories :
-
-
uplink messages processing : reception of data allowing
flight plan, take off, and wind data initializations, or requests
for downlink reports sent by the ground station.,
downlink messages processing: sending of reports
requested by the ground, or requests to the ground for data
initialization (flight plan, take off, or wind data), broadcast of
data (set of data permanently transmitted to the ground.
The set of data provides information on A/C actual altitude
and situation with respect to the active flight plan).
© Airbus Training Center Hamburg
The FMS ATC functions gather the CPDLC (Controller Pilot
Data link Communication) and ADS (Automatic Dependent
Surveillance) functions.
The CPDLC functions are divided, as the AOC functions, into
two categories:
- uplink messages processing: flight plan initialization uplink,
flight plan modification uplink, request of ATC reports, ATC
position report, ATC confirm, ATC deferred clearance.
- downlink messages processing: answer to ATC report, ATC
position report, ATC confirm, or ATC deferred clearance.
D) Printer Functions
The PRINTER functions let FMS reports be printed on manual
selection or automatically
E) Programming Options
Some FMS functions can be customized either by Airbus
depending on the option bought by the airlines or by the
Airlines, depending on their policy.
June /01/2004 – MKa
ATA 22 – Page 0016
For training purposes only!
22 – Autoflight
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Flight Management Function
Communication media
(VDR; HFDR; SATCOM;..)
Flight
Guidance
Flight management
Navigation sensors
Data
management
Data-link
routing
Other aircraft data
(GPS; ADIRS; Radio Navaids;..)
(mainly for performances computation)
FLIGHT MANAGEMENT INTERFACE FUNCTIONAL OVERVIEW
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0017
For training purposes only!
On-board graphic printer
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Airport Navigation Function
2.4 Airport Navigation Function
•
For training purposes only!
•
•
To display a map of the airport and the position of the
aircraft on the ND.
To insert the prescribed taxi track.
To show other traffic.
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0018
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
QNH
1013
In Hg
ARPT
WPT
VORD
NDB
ADF1
WX
TERR
TRAF
VOR 2
hPa
NAV
VOR
LS
LS
For training purposes only!
Airport Navigation Function
ARC
PLAN
20
40
80
160
10
FPV
ZOOM
ZOO
M
640
320
AIRPORT NAVIGATION FUNCTION (EFIS CONTROL PANEL AND MFD)
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0019
22 – Autoflight
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indication
3. Control and Indicating
Switches/Selectors
-
-
the side stick, the rudder pedal and the throttle control
lever. The side stick controllers and the throttle control
levers do not move when the AP and the A/THR are
engaged.
the instinctive disconnect pushbutton switches (x2) on the
side stick controllers
the A/THR instinctive-disconnect pushbutton-switches (x2)
on the throttle control lever
the configuration switches for the Air Data Computer
(ADC)/ Inertial Reference System (IRS)/FM selection
the Master Autoland alarm (through the Flight Warning
system)
the NORTH REF pushbutton switch on the FCU to set the
true North navigation and guidance).
The FD is automatically engaged at power start up and in case
of go around. It can be disengaged by means of the FD push
button located on the FCU (or FCU Backup in case of FCU
failure).
A/THR Engagement
Autothrust can be engaged by the means of A/THR push button
on the FCU (or FCU backup in case of FCU failure) or
automatically in case of Take off, Go-Around or alpha floor.
It can be disengaged by :
- action on throttle instinctive disconnect (normal operation)
- or by use of FCU A/THR bush button (if already engaged)
- or setting all (4) throttle to IDLE (normal operation after
landing)
- or setting all (2) throttle to reverse
AP/FD Engagement
Flight Management
The AP can be engaged after takeoff and can be used for
takeoff, climb, cruise, approach, landing and rollout phase.
Engagement is performed by means of AP1 and/or AP2 push
button located on the FCU (or FCU backup in case of FCU
failure). Disengagement is possible by either:
- instinctive disconnect push button located on each side
stick (normal procedure)
- side stick or rudder pedal above a given threshold
(emergency take over)
- press of FCU AP1 or AP2 already engaged push button
The Multi Function Display (MFDs), the KCCU and the NDs of
the CDS are the main interfaces between the pilots and the
FMS.
All pilot inputs to the FMS, can be made through the MFD units
and the KCCUs.
Nevertheless, the pilots have the possibility to perform fast flight
plan changes directly on the ND through the KCCU. High speed
loading capability as well as interface with a graphic color
printer are also provided.
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0020
For training purposes only!
The switches/selectors in the cockpit are:
AIRBUS TRAINING
22 – Autoflight
A380-800 General Familiarization
Control and Indication
ADC / IRS
Switches
For training purposes only!
Flight Mode Annunciator
Master
Autoland
alarm
FCU
PFD
ND
MFD
ND
Capt
Side Stick
Capt KCCU
Throttle
control levers
PFD
F/O
Side Stick
F/O KCCU
AUTOFLIGHT CONTROLS AND INDICATION COMPONENTS
© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
22 – Autoflight
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© Airbus Training Center Hamburg
June /01/2004 – MKa
ATA 22 – Page 0022
AIRBUS TRAINING
Communications – Content
For training purposes only!
23
A380-800 General Familiarization
Page
General..................................................................... 2
System Description................................................... 6
2.1 Speech Communication ...................................... 6
2.2 Data Transmission ............................................ 12
2.3 Satellite Communication (SATCOM)................. 14
2.4 Video Monitoring Systems ................................ 20
2.5 Cockpit Voice and Data Link Recording
System (CVRS)................................................. 28
2.6 Static Discharger............................................... 30
3. Control and Indicating Description.......................... 32
3.1 Speech Communication .................................... 32
3.2 Video Monitoring System .................................. 36
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 001
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
The communication systems let the cockpit-crew communicate
with each other, with the cabin-crew and to do announcements
to the passengers. The cockpit-crew can also communicate with
ground stations and with other aircraft.
The communication system has these sub-systems:
Video Systems
Communications Introduction
1. General
Speech Communication
Very High Frequency (VHF) Data Radio (VDR) System
The VDR system is a VHF-transceiver with data radio capability.
The VHF-transceiver with the related equipment permits short
range voice communications.
The VHF 3 is also used to send data (ACARS or ATIS).
High Frequency (HF) Data Radio (HFDR) System
The HFDR system is a HF-transceiver with data radio capability.
The HF-transceiver with the related equipment permits long
range voice communications.
Speech communication can be done also through the
SATCOM system.
Data Transmission
Data transmission to and from ground stations can be done
through the VDRs, HFDRs and SATCOM. These systems
exchange data with the Air Traffic Information System (ATIS,
see ATA 46).
© Airbus Training Center Hamburg
There are three video system installed:
- the anti hijack system
- external video monitoring
- cabin monitoring
- cargo compartment monitoring
The anti hijack system uses cameras in the cockpit entrance
area. They let the flight crew monitor the door area and identify
persons who request access to the cockpit.
The External Traffic Aid Camera System (ETACS) give external
vision of aircraft position relative to taxi and runway on the
Control and Display System (CDS) Display Units (DUs) (see
ATA chapter 31).
A supplementary camera (looking backward), installed on the
Nose Landing Gear (NLG), is proposed on an optional basis.
This camera monitors:
- the engine intakes area
- the loading and service area
The cabin monitoring system is used by the flight crew to
monitor the cabin.
The cargo compartment monitoring system is used to monitor
the cargo compartment in the case of fire detection.
June/01/2004 – MoH
ATA 23 – Page 002
For training purposes only!
Satellite Communication
The Satellite Communication system (SATCOM) offers voiceand data communication through satellites to ground stations
and vice versa.
These functions are available:
• Speech communication for the cockpit-crew and for the
passengers.
• Data communication for avionic systems (maintenance
reports etc.) and passenger data (fax, internet, e-mail)
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
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© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 003
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Communications Introduction
Cockpit Voice Recorder
The Solid State Cockpit Voice Recorder (SSCVR) is specified to
record crew conversations and communications into a memory
unit in flight and on ground.
The CVR is protected against water and fire damage in case of
an accident.
For training purposes only!
Static Discharging
During flight the A/C can be charged up electro-static. Static
dischargers are installed outside the A/C. They reduce the
electro-static charge of the A/C.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 004
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Communications Introduction
GENERAL
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 005
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Speech Communication
2. System Description
2.1 Speech Communication
Radio and Audio Integrating Management System (RAIMS)
The role of the RAIMS on the aircraft is to give the pilots control
of speech communication inside and outside of the A/C.
-
The interface for the pilots to the communication systems is the
Radio Management Panel (RMP). Three RMPs are installed in
the cockpit.
-
RMP Functions:
• tuning, display and control of the different radio
communication systems,
• tuning, display and control of the different radio navigation
systems as a back-up for the Flight Management System
(FMS) Æ stand-by radio navigation mode,
• control and display of telephone SATCOM.
AMU
The RAIMS has two Audio Management Units (AMU). The
AMUs are the interfaces between the user (microphones,
headsets, boomsets, loudspeakers, RMPs) and:
-
the Cabin Interphone System
the Passenger Address System (PA)
the SELCAL system
other CALL functions (Mechanic, Ground Crew, Cabin
Attendants)
the aural warnings from the Flight Warning System (FWS)
and Aircraft Environment Surveillance System (AESS)
The interfaces of the RAIMS to the other A/C systems are
shown on the illustration on the next page.
Cabin Communication Systems
The Cabin Intercommunication Data System (CIDS) offers
functions like Cabin Interphone, Service Interphone, Passenger
Address etc.
For detailed information of the CIDS refer to Æ ATA 44.
all the Radio Communication Systems
(HFDR, VDR, SATCOM),
Radio Navigation Systems (in reception mode)
the Flight Interphone System
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 006
For training purposes only!
General System Architecture
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
Speech Communication
Inside A/C Perimeter Area
Communication Systems
AOC
ATC D//L
ACR
AESS
FMS
SATCOM
RAIMS
CIDS
Radio Communication
Systems
VDR and HFDR
RAIMP System
Peripheral Systems
Flight
Interphone
System *
Wireless Interphone
PTT switches
Oxygen Masks
Radio Navigation
Systems
Dual AMU System
FWS
Loudspeakers
Jack panels
Boomsets
Hand Mikes
Head Sets
OMS
LGCIU
FDIU
CVR
CDS
* : this function is a function of AMS
Provision
INTERFACES OF THE RAIMS TO THE OTHER A/C SYSTEMS
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 007
For training purposes only!
OIS
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Speech Communication
Audio Management
For training purposes only!
The audio management function is established on a dual
AMU System. It is the interface to:
- all Radio Communication- and Radio Navigation Systems in
transmission and reception mode
- the Flight Interphone System
- the Service Interphone System
- the Passenger Address System
- the SELCAL System
- other CALLS (ground-crew and cabin-attendant calls)
- system audio warnings and alerts
The AMUs are connected to:
- three Radio Management Panels (RMPs)
- Loudspeakers with volume control
- audio switching facility (AUDIO SELECTOR switch)
- SELCAL Code Panel
- three Oxygen Mask Microphones
- radio Push To Talk (PTP) switch on the side sticks
- boomsets, headsets, hand-microphones
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 008
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
Speech Communication
Captain
First Officer
RMP
RMP
RMP
4th Occupant ACP
(Audio control only)
Oxygen
mask
Loudspeakers
Oxygen
mask
Oxygen
mask
Hand mic.
Boomset
Boomset
Boomset
Boomset
Headset
Headset
Headset
Headset
Loudspeakers
AUDIO MANAGEMENT UNIT
Comm systems
VDR1-2-3
HFDR1-2
SATCOM
CVR
CIDS
Audio switching
Nav systems
SELCAL
VOR1-2
Power
supplies
DME1-2
Ground mechanic
MMR1-2
ADF1-2 (if installed)
MKR
AESS (TCAS, PWS, EGPWS)
Hand mic.
ACP
in avionics bay
Boomset
Headset
SVCE interphone
AUDIO MANAGEMENT
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 009
For training purposes only!
Wireless (option)
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
Speech Communication
Radio Communication
Each VDR-System is a VHF-transceiver with data radio
capability. For speech communication it operates like a
conventional VHF-transceiver. For data transmission it encodes
and decodes data and operates as an interface between ground
stations and the Air Traffic Information System (ATIS, see ATA
46).
Frequency-Range:
Channel-Spacing:
Power:
Range:
118.000 – 136.975 MHz
8.333 kHz
25 W (minimum)
depending on altitude
Calculation of VHF-Range
DIS = 1.23 *
ALT
Î DIS
© Airbus Training Center Hamburg
Each HFDR-System is a HF-transceiver with data radio
capability. For speech communication it operates like a
conventional HF-transceiver. For data transmission it encodes
and decodes data and operates as an interface between ground
stations and the Air Traffic Information System (ATIS, see ATA
46).
Frequency-Range:
2.800 – 23.999 MHz
Channel-Spacing:
1.0 kHz
Power:
400 W
The HF radio-waves are reflected by a part of the atmosphere
called the ionosphere. Depending on the weather, time of day
and other phenomena the range might be more than halfway
around the globe.
The functions of the RMPs are:
(ALT)
-
DIS
distance [NM]
ALT
altitude [ft]
Range-Coefficient = 1.23
Example:
HFDR-Systems
There are two systems on the A/C (HFDR-1, HFDR-2).
1NM (nautical mile) ≈ 1852m
(ft – feet)
-
selection of the radio-system (VDR 1, VDR 2, VDR 3,
HFDR 1, HFDR 2)
selection of the frequency
navigation back-up tuning
= 10.000 ft
≈ 120 NM
June/01/2004 – MoH
ATA 23 – Page 0010
For training purposes only!
VDR-Systems
As a standard there are three systems on the A/C (VDR-1,
VDR-2, VDR-3). As an option two additional systems can be
installed (VDR-4, VDR-4’).
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
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© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0011
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Speech Communication
Radio Management
For training purposes only!
Radio management is done by the Radio Management Panel
(RMP). The RMP gives a central means:
- to tune the frequency of all radio communication systems
(VDR, HFDR) and radio navigation in back-up mode
- to dial satellite channels
- to control audio sources for all communication- and radio
navigation systems including flight interphone, service
interphone, passenger address, SELCAL and CALLS.
Three Radio Management Panels (RMPs) are installed, two on
the center pedestal for the Captain and the First Officer, the
third one on the overhead panel for a third occupant.
Provision for an Audio Control Panel (ACP) is given for:
- the fourth occupant
- in the main avionics bay
2.2 Data Transmission
Data transmission to and from ground stations can be done
through the VDRs, HFDRs and SATCOM. These systems
interface with the Air Traffic Information System (ATIS).
For detailed information refer to ATA 46.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0012
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Speech Communication
RADIO COMMUNICATION
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0013
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Satellite Communication
2.3 Satellite Communication (SATCOM)
The Satellite Communication system (SATCOM) offers voiceand data communication, when a radio communication link is
not available. In addition to that the SATCOM system offers
several services to passengers.
© Airbus Training Center Hamburg
June/01/2004 – MoH
For training purposes only!
These functions are available:
• Speech communication for the cockpit-crew and for the
passengers.
• Data communication for avionic systems (maintenance
reports etc.) and passenger data (fax, internet, e-mail)
ATA 23 – Page 0014
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Satellite Communication
RADIO COMMUNICATION
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0015
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Satellite Communication
Architecture
For training purposes only!
The central computer of the SATCOM system is the Satellite
Data Unit (SDU). In transmission mode the signal is sent from
the SDU via the High Power Amplifier (HPA) to the High Gain
Antenna (HGA). The Beam Steering Unit (BSU) controls the
direction of the beam. In reception mode the received signal is
sent from the HGA via the Diplexer Low Noise Amplifier
(D/LNA) to the SDU.
The SDU is connected to the Avionics Communication Router
(ACR) for to exchange data with both avionics- and cabinsystems. The control for cockpit related functions is done by
one of the RMPs. For voice communication in the cockpit the
SDU is linked to the AMUs. For to control of the antenna beam
via the BSU the SDU receives data of the A/C position and the
A/C attitude from the Air Data Inertial Reference Units (ADIRU1,
ADIRU2). Ground/flight status is received from the Landing
Gear Control and Interface Units (LGCIU) for the BITE status.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0016
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Satellite Communication
SATELLITE COMMUNICATION ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0017
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Satellite Communication
Different SATCOM systems are available (see options). The
functions of the SATCOM “Aero H+” are shown here after.
Generally all information (voice and data) are transmitted from
the A/C through a satellite to a ground station (and vice versa)
in digital format. The system offers several data channels for to
establish several links at the same time.
SATCOM Channels
1. one (1) packet mode data channel (from 600 bps to 10.5
kbps) which can be used only for cockpit needs (physical
link with ACR only).
2.
five (5) circuit mode channels usable either by cockpit or
cabin (passengers) but with cockpit pre-emption for 2 voice
channels
- Cockpit voice (2 channels)
- Cabin voice through CTU (up to 5 channels)
- Cabin FAX through CTU (max. 4.8 kbps per channel)
- NSS/Cabin data through CTU ()max. 2.4 kbps per
channel
© Airbus Training Center Hamburg
Options
Several options are available.
1. A High Speed Data Function allows to have 1 or 2
supplementary data channel at 64 kbps each can be used in
circuit and/or packet mode (only on spotbeam).
2. Dual SATCOM Architecture: A second satcom, identical
to the first one and sharing the same ICAO address, is
installed on the aircraft with reconfiguration capability
between the 2 systems.
Advantages:
• Synchronisation allows reconfiguration between the 2
SATCOM systems in case of failure Æ better availability
for cockpit needs (data link and cockpit voice)
• Allow to have 5 or 6 additional circuit mode channelsÆ
10 or 12 circuit mode channels can be used either by
cockpit or cabin/pax but with cockpit pre-emption for 2
voice channels.
June/01/2004 – MoH
ATA 23 – Page 0018
For training purposes only!
Functions
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Satellite Communication
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© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0019
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Video Monitoring System
2.4 Video Monitoring Systems
Generally the Video Monitoring System is divided into:
1. External and Taxi Aid Camera System
For training purposes only!
2. Internal Video Monitoring
These areas can be monitored:
- Cabin
- Cockpit-Door
- Cargo-Compartments (for fire verification)
All signals from the different camera systems are sent to the
Concentrator & Multiplexer Video (CMV). The CMV sends these
signals to the Central Display System (CDS Æ PFD and ND).
Pictures from the different cameras can be shown in the cockpit
on the Primary Flight Display (PFD) and/or on the System
Display (SD).
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0020
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
For training purposes only!
Video Monitoring System
ETACS
ETACS
-
Cargo Video Fire Verification
Cockpit door video
External Monitoring
ETACS (back-up)
Cabin Video Monitoring
ECAM CP
VIDEO DISPLAYS
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
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© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0022
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Video Monitoring System
Control discrete from EFIS
CP (Airport Navigation)
Control discrete from
rotators or P/B (TACS)
PFD
ND
E/WD
PFD
ND
OIT 1
MFD SD
MFD
OIT 2
OMT
CMV
SCI
CFV ABV CV NSS Sp.
CIU
: Output spares to OIS video dedicated input
: XGA optical video transmission links
: Video transmission coaxial
: Video transmission links
: Control discrete
: AFDX
: Ethernet
Sp.
SDC
CMV GLOBAL ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0023
For training purposes only!
CMF
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Video Monitoring System
External and Taxi Aid Camera System (ETACS)
One purpose of the ETAC system is to give crewmembers an
aircraft external view in order to make the manoeuvre easier.
The other ETACS function is to monitor the air engine intake
areas, the clearance before pushback and the loading and
services areas so that to schedule more efficiently the workload
at the gate.
For training purposes only!
Architecture
The ETACS is connected to the Concentrator & Multiplexer
Video (CMV) for video display on CDS and video selection
purpose.
The ETACS has:
five (two basic + three in option) digital color cameras,
one electronic unit called Camera Interface Unit (CIU)
found in the avionic bay on 2313VU.
The CIU can do:
- combine two images from ETACS cameras in order to
create 3 mosaics to be sent to the CMV,
- the encrustation of information as squares and lines so as
to give landmark on mosaic picture,
- the selection of a picture on video output dedicated to the
set display (through the use of information from CMV and
EFIS CP, and through the use of information from the
ECAM CP),
- the video output for Passenger Entertainment System
(PES) from the fin camera or the belly camera (choice
made by software pin-programming),
- BITE with camera monitoring.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0024
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Video Monitoring System
SCI (CMS)
EFIS
CP
F/O
ECAM
CP
For training purposes only!
CMV
EFIS
CP
CAPT
ETACS
LGERS
PES
CIU
Push-button PES
ICP08
Belly
Camera
L Wing
Camera
(optional)
R Wing
Camera
(optional)
Fin
Camera
Nose
Camera
(optional)
EXTERNAL TAXI AID CAMERA SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0025
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Video Monitoring System
Functions
The ETACS pictures display selection on the SD is performed
through the ECAM CP. One first optic encoder lets set the taxi
function or external monitoring function in the first level of the
menu; then for taxi function, the second optic encoder lets set
the ETACS picture wanted into three available pictures.
On ground, for Taxi Aid Function, captain PFD, F/O PFD and
SD can be used to show ETACS pictures.
In flight, only the SD can be used to show Taxi Aid mosaic
pictures. For the PFDs, displaying is inhibited for a ground
speed > 60 kts and in flight by the Control and Display System
(CDS).
The CIU has an output for PES (option). The picture coming
from the fin camera or the one coming from belly camera is sent
towards the PES. The CIU transforms the digital video signal
into an analog video signal at NTSC standard. The choice
between fin and belly camera picture sent to PES is made by
pin programming.
ETACS cameras are not interchangeable, except the L Wing
Camera and the R Wing Camera (no pin-programming).
On ground, Nose Camera picture can only be displayed on the
SD for external monitoring.
The links between cameras and CIU, and between CIU and
CMV are made up of optical fibers.
The CIU is in connection with Secure Communication Interface
(SCI) (which sends information to the Centralized Maintenance
System (CMS)). The BITE function is located in the CIU and
collects failure information from the five cameras (cameras have
a BITE function but are not linked to the SCI). The links
between the CIU and SCI are ARINC 429 busses (BITE
standard A, type 1).
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0026
For training purposes only!
The ETACS pictures display selection on the PFDs is done
through the EFIS CP (FCU).
A rocker switch is used for ETACS picture selection, this rocker
switch have 3 positions (Neutral, Left, Right), but only the
Neutral position is a mechanic stable position.
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
Video Monitoring System
For training purposes only!
Flight Control
Unit
ECAM Control Panel
T.O.
CONFIG
9
C/L
ENG
BLEED
PRESS
APU
COND
DOOR
UNDO
CLEAR
CLEAR
9
EL/AC
EL/DC
VIDEO
STS
ABN
PROC
FUEL
HYD
WHEEL
F/CTL
MORE
EMER
CANC
C/B
ALL
RCL
CLEAR
SD
VIDEO
EWD
CAM
OFF
BRT
OFF
ZONE
BRT
EXTERNAL TAXI AID CAMERA SYSTEM CONTROLS
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0027
AIRBUS TRAINING
Cockpit
System
Voice
and
Data
Link
Recording
-
2.5 Cockpit Voice and Data Link Recording
System (CVRS)
-
Because of authority regulations a Cockpit Voice Recorder
(CVR) has to be installed in every civil passenger A/C.
-
The basic functions of the Cockpit Voice and Data Link
Recording System (CVRS) are the :
- audio recording function:
recording all necessary voice and audio communications to
and from the flight deck between the aircraft and any other
station, between crew members and the acoustic
environment of the A380 cockpit.
- data-link recording function:
recording all data-link communication messages (CNS/ATM
messages)
The CVR system has:
- a recorder based on solid state technology, capable of 2
hours recording time
- a remote microphone located in the cockpit
- a control panel located on the overhead panel
The magnetic tape withstands shock forces up to 100 g and
high temperatures up to 1100°C for more than 30 minutes.
The CVR is equipped with an Underwater Locator Beacon.
Audio Recording
The CVR records in flight and on ground:
© Airbus Training Center Hamburg
A380-800 General Familiarization
voice communications received on and sent from the flight
deck by radio
the aural environment of the flight deck including, without
interruption, the audio signals received from each boomsets
and mask microphones in use
voice communications of flight crew members on the flight
deck using the aircraft interphone system
voice or audio signals identifying navigation or approach
aids introduced into a headset or loudspeaker
voice communications of flight crew members on the flight
deck using the public address system
Data-link Recording
The system records all data-link communication messages
(CNS/ATM messages).
Recorder Operation
The CVR records the last 120 minutes of crew conversations
and communications. The CVRS simultaneously stops the
recorder and prevent each erasure feature to operate within 10
minutes after crash.
It records automatically in flight and on ground as early as
possible, depending on the availability of electrical power, at
least when one engine is running and for 5 minutes after the
last engine is shut down.
The CVR can also operate in manual mode on the ground
through the Recorder Ground Control (RCDR GND CTL) push
button on the overhead panel 1211VM.
An area microphone and related preamplifier is installed in the
cockpit faced to the crew members.
June/01/2004 – MoH
ATA 23 – Page 0028
For training purposes only!
23 – Communications
AIRBUS TRAINING
Cockpit
System
Voice
and
Data
Link
Recording
Cockpit Audio Environment
-
Data-Link Communications
voice communications
audio signals
ambient noise
-
Radio and Audio
Management System
Power-supply
logic
A380-800 General Familiarization
Preamplifier
data-link messages
cockpit/crew interactions
Data-link System
Area microphone
Voice Recording
For training purposes only!
23 – Communications
Cockpit Interface
Data-link Recording
SSCVR
CVRS
Independent
Power Source
Ground Support Equipment
Data Downloading
Flight Warning System ECAM
Time reference
Onboard Maintenance System
CVRS: Cockpit Voice and Data-link Recording System
SSCVR: Solid State Cockpit Voice and Data-link Recorder
COCKPIT VOICE AND DATA LINK RECORDING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0029
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Static Discharger
2.6 Static Discharger
The A/C behaves like a Faraday Cage. During flight the aircraft
can become charged with static electricity. Static dischargers
placed at specific position at the A/C structure lead the static
electricity off the A/C.
For training purposes only!
If the discharge of this static electricity is not controlled by the
static dischargers it can cause interference in the
communications (HF, VHF) and navigation systems.
Another function of the static dischargers: In case of lightning
strike they lead the electrical energy off the A/C. In this case the
static dischargers might be damaged but they are easy to
change.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0030
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
Static Discharger
*
*
*
FLAT RETAINER
(AT THE TRAILING EDGE)
** *
*
*
*
*
*
*
For training purposes only!
*
STRAIGHT
MOUNTED STATIC
DISCHARGER
** * *
**
**
*
*
*
*
*
*
*
*
*
*
*
ANGULAR RETAINER
(AT THE TIPS)
*
30-DEGREE ANGLE MOUNTED
STATIC DISCHARGER
STATIC DISCHARGER
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0031
23 – Communications
AIRBUS TRAINING
Control and Indicating
A380-800 General Familiarization
Reception Knobs
Each radio, telephone and interphone channel available on the
RAIMP have an isolate related rotary reception knob which lets
start its reception function and to set its audio reception level.
All reception knobs have a visual feedback by a white lighting
skirt.
3. Control and Indicating Description
3.1 Speech Communication
Main Page Access Keys
Transmission Key
Each radio, telephone and interphone channel available on
RAIMP have an isolated related transmission key which lets set
it in transmission mode.
All transmission keys have a visual feedback by three green
bars on their upper area. The green bars are on, when the
transmission mode operates.
On the radio-communication and telephone transmission keys
the “CALL” legend comes on amber under each green bar.
Line Select Keys (LSK)
To select data fields shown on the screen at the left-hand side
of the LSK: If the field adjacent to the LSK is an “Editable Data”
field, pressing the LSK opens this field for modification.
Reset / Clear Key
The Reset/Clear key is used to:
- clear the contents of the scratch pad area of the screen and
recover the most appropriate information to display in that
area.
- reset the audio alerts triggered in case of a call.
When the Reset/Clear (RST / CLR) key is used the “RST”
legend comes on amber.
Numeric Pad
The numeric pad is used to for numeric data entries.
It has:
- 10 digit keys (digits from “0” to “9”).
- one point key, (“.”).
- one backspace key (“←”).
Up and Down Keys
The up and down keys are used to scroll:
- lists shown in RAIMP pages
- “list of Items” on “Editable Data” field set for modification.
- data that can not be shown on only one page.
RAD-NAV Stand-by Key
The RAD-NAV Stand-By (STBY) key is for navigation back-up
tuning.
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0032
For training purposes only!
The main page access keys (VHF, HF, TEL (SATCOM), NORM,
MENU, NAV) are used to show the related page on the screen.
AIRBUS TRAINING
Control and Indicating
MAIN PAGE
ACCESS KEYS
(MPAK)
ACTIVATION
DIALING
KEYS
(ADK)
HF
VHF
NORM
MEN
118.775
STBY
TEL
VHF1
A
C
T
I
V
A
T
E
A380-800 General Familiarization
NAV
120.875
VHF2
115.300
122.465
VHF3
DATA
125.500
LINE
SELECTION
KEYS
(LSK)
SQUAWK 2131
TRANSMISSION
KEYS
CAL
VHF1
CAL
CAL
HF1
CAL
TEL1
NUMERIC
KEYPAD
RECEPTION
KNOBS
CAL
VHF2
CAL
HF2
C
RST L
R
1
2
3
BRT
4
5
6
OFF
7
8
9
MECH
INT
SPARE
ATT
CAB
VOICE
PA
INT
CAL
VHF3
RAD NAV
STAND BY
KEY
RAD
RAD
NAV
STB
BRIGHT /
OFF
BRT STBY
INDICATOR
UP / DOWN
KEYS
0
CAL
TEL2
RESET CLEAR
KEY (RCK)
1 VOR
2
2
AD
LS
1
MKR
VOICE
MODE
RAD NAV
RECEPTION
KNOB
RAD NAV
SELECTOR
SWITCH
RADIO AND AUDIO INTEGRATING MANAGEMENT PANEL (RAIMP)
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0033
For training purposes only!
23 – Communications
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Brightness/Off Control and Bright Stand-by Indicator
The ACTIVATE push buttons are used to:
- swap the active and stand by frequencies of a radio if
shown on the screen at the right hand side of the key
- trigger a phone connection through a telephone described
at the right hand side of the key if the TEL page is shown.
- set data fields shown on the screen at the right hand side of
the ADK: If the field adjacent to the ADK is an “Editable
Data” field, pressing the ADK select this field for
modification. (The “Selection Box” symbol appears and the
field is colored cyan)
- start a function shown on the screen and located at the
right hand side of the ADK.
- validate the typing of a data field located at the right-hand
side of the key.
INT /RAD Switch
The INT /RAD switch is a three position unlocked toggle switch,
stable in INT and center position and unstable in RAD position.
These are the INT/RAD switch modes:
- center position: it is the “OFF” mode.
- RAD position: This position lets communicate through the
system set in transmission on the RAIMP, (P.T.T radio).
- INT position: This position is used for the flight interphone
in conference mode.
© Airbus Training Center Hamburg
The Brightness/Off (BRT- OFF) rotary switch is used to control
only the brightness of the RAIMP screen. The RAIMP is off
when decreasing the brightness until its minimum.
The Brightness Stand-by (BRT STBY) indicator has a green and
red color visual feedback.
The indicator comes on:
- Green, when the RAIMP is available but off
- Red, when the RAIMP is not available (option)
Voice Mode Key
The VOICE key is used to set the voice reception mode of the
ADF and VOR navigation systems:
The voice filter is connected into the audio circuits of the ADF or
the VOR navigation systems.
The VOICE key has a visual feedback by a green triangle on
the upper area. The green triangle is on, when the voice mode
operates.
RAD-NAV Selector Switch
The RAD-NAV switch is used for the selection of the:
- Marker (MKR)
- Landing System (LS)
- Automatic Direct Finder (1 and 2)
- VHF Omnidirectional Range (VOR)
June/01/2004 – MoH
ATA 23 – Page 0034
For training purposes only!
Activate / Dialing Keys
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0035
23 – Communications
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.2 Video Monitoring System
ECAM Control Panel
The internal video monitoring system is controlled through the
ECAM CP.
3
EFIS Control Panel
The video for the External and Taxi Aid Camera System
(ETACS) is shown on the Primary Flight Display (PFD). In backup mode the ETACS video can be shown also on the System
Display (SD). The ETACS can be used only on ground with
ground speed less than 60 kts.
1
2
4
The ETACS operates when the TAXI Push Button (P/B)
on the EFIS CP is pushed. The indication bar on the TAXI
PB comes on green.
The three (3) position rocker switch is used to change the
video images between the belly/fin cameras:
- neutral position (stable): belly-/fin-camera images
are shown on the PFD
- L-position (unstable): belly-/LH-wing camera
images are shown
- R-position (unstable): belly-/RH-wing camera
images are shown
© Airbus Training Center Hamburg
June/01/2004 – MoH
The internal video system operates when the VIDEO PB
is pushed. The indication bar on the VIDEO PB comes on
green.
The rotary selector (CAM) is used for selection of these
cameras:
- cockpit cameras
- cargo compartment
- cabin cameras
- taxi cameras (back-up)
- external cameras (back-up)
ATA 23 – Page 0036
For training purposes only!
The video monitoring system is controlled through the Electronic
Flight Instrument System Control Panel (EFIS CP) and the
Electronic Centralized Aircraft Monitoring Control Panel (ECAM
CP).
AIRBUS TRAINING
23 – Communications
1
Control and Indicating
A380-800 General Familiarization
2
Flight Control
Unit
3
For training purposes only!
4
ECAM Control Panel
T.O.
CONFIG
9
C/L
ENG
BLEED
PRESS
APU
COND
DOOR
UNDO
CLEAR
CLEAR
9
EL/AC
EL/DC
VIDEO
STS
EMER
CANC
ABN
PROC
FUEL
HYD
WHEEL
F/CTL
MORE
C/B
ALL
RCL
CLEAR
SD
VIDEO
EWD
CAM
OFF
BRT
OFF
ZONE
BRT
VIDEO MONITORING SYSTEM CONTROL
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0037
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0038
AIRBUS TRAINING
23 – Communications
A380-800 General Familiarization
For training purposes only!
Control and Indicating
3
4
VIDEO MONITORING SYSTEM INDICATION (EXAMPLE CARGO COMPARTMENT)
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0039
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
23 – Communications
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 23 – Page 0040
AIRBUS TRAINING
24
A380-800 General Familiarization
Electrical Power - Content
Page
General..................................................................... 2
System Description................................................. 20
2.1 Electrical Generation......................................... 20
2.2 Electrical Power Distribution ............................. 24
2.3 Circuit Breaker Monitoring................................. 32
3. Control and Indication Description.......................... 34
1.
2.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 001
AIRBUS TRAINING
A380-800 General Familiarization
Electrical System Introduction
1. General
The design of the electrical system takes into account the new
2H/2E (2 Hydraulic systems/2 Electrical systems) hydraulic
architecture (deletion of one hydraulic circuit). In particular, in
emergency conditions an electrical RAT system is used to
supply the loads supplied in emergency conditions (as on the
A340) but also electrical actuators. The CSM/G used on current
aircraft is no longer required.
The electrical system supplies AC and DC power to the aircraft
systems according to the different electrical power sources
available.
It consists of:
-
the Alternate Current (AC) Generation
the Direct Current (DC) Generation
the Auxiliary Power Unit (APU) Starting System
the Electrical Power Distribution
the Circuit Breaker Monitoring
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 002
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
ELECTRICAL SYSTEM INTRODUCTION / GENERAL
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 003
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical System Introduction
AC Generation
Each VFG is controlled and monitored by a Generator and
Ground Power Control Unit (GGPCU).
Each VFG is installed on the associated engine gearbox pad.
In flight or on ground two Constant Frequency APU Generators
(CFGs), APU GEN A and B, can supply the full AC electrical
system.
The APU Generator and Ground Power Control Unit (APU
GGPCU) control and monitor the APU CFGs.
An emergency generator control unit controls and monitors the
electrical RAT system.
If no other AC power source is available a static inverter,
supplied by the batteries, can supply the essential part of the
AC electrical system.
The AC part of the main Electrical (ELEC) panel 235 VU
controls and monitors the main AC power sources which are:
the VFGs, the external power 1 thru 4 and the APU CFGs.
The Emergency Electrical Power (EMER ELEC PWR) panel
controls and monitors the emergency power sources which are
the emergency generator and the static inverter.
The APU CFGs are directly driven from the APU gearbox.
On the ECAM display the AC ELEC page presents the AC
sources and how they are connected to the network.
All of the AC electrical system can also be supplied by:
The most important parameters are also monitored.
-
external power 1, 2, 3 and / or 4.
The Generator and Ground Power Control Unit (GGPCU)
monitors the external power parameters.
The external power panel, monitors that the ground power
source to the electrical network is available and connected.
In emergency configuration an emergency generator
mechanically connected to the Ram Air Turbine (RAT) can
supply the AC electrical system.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 004
For training purposes only!
All of the Alternating Current (AC) electrical system is normally
supplied by four engines driven Variable Frequency Generators
(VFG's).
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical System Introduction
For training purposes only!
VFG 4
VFG 3
APU GEN 2
GP7200 installation
APU GEN 1
RAT
VFG 2
VFG 1
TRENT 900 installation
ELECTRICAL SYSTEM INTRODUCTION / AC GENERATION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 005
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
ELECTRICAL SYSTEM INTRODUCTION / AC EMERGENCYGENERATION (CONT’D)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 006
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical System Introduction
EHA: Electrical Hydraulic Actuator
For training purposes only!
Variable Frequency Generators (VFG)
Constant
Frequency (CF)
APU Generators
ELECTRICAL SYSTEM INTRODUCTION / AC EMERGENCYGENERATION (CONT’D)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 007
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
DC Generation
APU Start Supply
The DC system is a No Break Power-Transfer (NBPT) system
type. The NBPT function allows to keep the DC power supply
without interruption during transients ( reconfiguration...) on the
AC busbars or during reconfigurations of the DC network.
The APU BAT or the APU Transformer Rectifier Unit (TRU) or
both at the same time are used to start the APU.
The APU TRU charges the APU battery.
The DC electrical system is supplied from the AC network
through three Battery Charge Rectifier Units (BCRUs). A
Transformer Rectifier Unit 2 (TRU) is paralleled to the BCRU 2
in stand-by mode.
The APU Battery Charge Limiter (BCL) controls the battery
coupling (BAT APU Contactor).
Part of the DC network can be supplied from the batteries as a
back-up source.
The DC part of the main ELEC panel controls and monitors the
APU BAT.
On the ECAM display the DC ELEC page presents the DC
sources and how they are connected to the network.
The batteries are also connected to the DC system for charging.
The BCRUs also control the BATtery Line Contactors.
The DC part of the main ELEC panel controls and monitors the
batteries which are the Battery (BAT) 1 and 2, the Essential
Battery (ESS BAT) and the APU BAT.
On the ECAM display the DC ELEC page presents the DC
sources and how they are connected to the network.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 008
For training purposes only!
Electrical System Introduction
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
ELECTRICAL SYSTEM INTRODUCTION / DC GENERATION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 009
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical System Introduction
Ground Service Network
For training purposes only!
TBD
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0010
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
TBD
ELECTRICAL SYSTEM INTRODUCTION / GROUND SERVICE NETWORK
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0011
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical System Introduction
Control and Indicating
The electrical system can be controlled and monitored in the
cockpit through:
the main ELEC panel,
the EMER ELEC PWR panel
and the AC / DC ECAM system display pages.
For training purposes only!
-
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0012
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical System Introduction
For training purposes only!
Main Electrical Panel
Emergency Electrical
Power Panel
OFF
BAT
APU
26.8 V
ESS
ECAM Page
EMER ELEC PWR
RAT MAN ON
EMER GEN
FAULT
A
U
T
O
ELECTRICAL POWER SYSTEM / CONTROL AND INDICATING
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0013
AIRBUS TRAINING
The DC main power sources are the two Battery Charge
Rectifier Units (BCRUs) and one Transformer Rectifier Unit
(TRU) supplied by the AC system.
Electrical System Introduction
Electrical Generation and Distribution
The electrical power distribution system has an emergency
center, a Primary Electrical Power Distribution Center (PEPDC)
and a Secondary Electrical Power Distribution System
(SEPDCS):
-
A380-800 General Familiarization
two Secondary Electrical Power Distribution Center
(SEPDC), system 1 and 2.
eight Secondary Power Distribution Boxes (SPDB), six
boxes located in the cabin area and two in the cargo
compartment.
The DC emergency power sources are the BAT 1 and the
Battery essential (BATess) located in the emergency power
center.
An APU BAT and an APU TRU, supplied through the AC BUS
2-4, are only used to start the APU.
The BCRU 1 and 2, the TRU 2, the BATtery 2, the AC BUS 1-1,
1-2, 2-3 and 2-4 and DC BUS 1 and 2 and the related
contactors are located in the PEPDC.
The PEPDC contains the AC and DC main systems.
The SEPDC contains the AC and DC systems whose nominal
current of the AC and DC loads is lower or equal to 15 A. The
technology used is based on solid state switches (Solid State
Power Contactor (SSPC)).
The AC main power sources are:
-
the four Variable Frequency Generators (VFGs)
the two constant frequency APU generators
and four EXTernal PoWeR (EXT PWR) sources.
The AC emergency power sources are:
-
the EMER GEN
and the STAT INV supplied by the DC system.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0014
For training purposes only!
24 – Electrical Power
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Cabin
SPDB
For training purposes only!
Electrical System Introduction
Cargo
SPDB
ELECTRICAL POWER GENERATION SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0015
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
PRIMARY ELECTRICAL POWER DISTRIBUTION SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0016
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical System Introduction
SECONDARY ELECTRICAL POWER DISTRIBUTION SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0017
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical System Introduction
Maintenance/Test Facilities
Maintenance/Test Facilities and trouble shooting data are
retrieved through the Centralized Maintenance Systems
(CMSs).
For training purposes only!
Test of the emergency generator and the static inverter are
performed from the EMER ELECT power panel.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0018
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical System Introduction
Onboard Maintenance Terminal (OMT)
For training purposes only!
CP 1211VM
MAINTENANCE /TEST FACILITIES
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0019
24 – Electrical Power
AIRBUS TRAINING
-
Electrical Generation
2. System Description
A380-800 General Familiarization
360 – 800 Hz
3 phases (except the Static Inverter (STAT INV) which is
single phase).
The VFGs are rated at 150 kVA.
2.1 Electrical Generation
The APU GENs are rated at 120 kVA.
AC Generation
The AC main system has 4 buses.
Each of the External Power (EXT PWR) units, the APU
Generators (APU GEN) or two of the four VFGs can supply all
of the aircraft network.
Note that these power sources are not connected in parallel
(divided operation).
In normal condition each AC busbar is connected to its own
VFG.
The EMER GEN, operated by the RAT, gives AC power to the
essential network in case of loss of AC BUS 1-1 and AC BUS 24.
The RAT extends automatically to operate the EMER GEN, if
the power supply from engine 1 and engine 4 get lost.
Because of the new hydraulic/flight controls architecture (2
hydraulic systems, 2 electrical systems (2H/2E) ) for the A380,
no more emergency hydraulic power is necessary in case of
total engine lost.
The AC essential network is supplied from AC BUS 1-1.
If AC BUS 1-1 supply is lost, the AC essential network is
supplied from AC BUS 2-4.
If only the BATs are available, they supply the AC ESS BUS
through the STAT INV.
The AC emergency power sources deliver
The AC power sources on ground (APU or EXT PWR) deliver
-
115 VAC
400 Hz
3 phase
-
115 VAC
600 – 800 Hz (400 Hz the STATic INVerter only)
3 phase (single phase the STATic INVerter only)
The EMER GEN are rated at 70kVA
The AC power from the VFGs delivers
The STAT INV is rated at 2,5 kVA.
-
115 VAC
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0020
For training purposes only!
AC Emergency Generation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
24 – Electrical Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0021
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical Generation
DC Emergency Generation
DC Main Generation
If no other source is available, BAT 1 and BAT ESS supply the
DC ESS BUS.
The DC main system has 2 buses:
-
DC BUS 1 supplied from AC BUS 1-2 through the BCRU 1
and permanently from the BAT 1
DC BUS 2 supplied from AC BUS 2-3 through BCRU 2 and
permanently from the BAT 2.
The HOT BUS ESS is always supplied from the BAT ESS.
All BATs deliver 24 V, 50 Ah.
For training purposes only!
DC BUS 2 is supplied through the TRU2 if BCRU 2 does not
operates.
The permanently to the DC BUS 1 and 2 connected batteries
make sure that a No Break Power-Transfer is available during a
DC network re-configuration.
If the AC BUS 1-2 is no longer supplied, AC BUS 2-3 supplies
the DC BUS 1 through DC BUS 2.
The DC ESS BUS is supplied from
-
all AC busbars through the BCRUess.
DC BUS 1
BAT 1 and BAT ESS.
All BCRU and the TRU 2 deliver 28VDC.
The BCRU 1 and 2, BCRU ESS, APU TRU and the TRU 2 are
rated at 300A.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0022
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Electrical Generation
ELECTRICAL GENERATION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0023
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Electrical Power Distribution
2.2 Electrical Power Distribution
The PEPDC is considered as a constituent assembly which
comprises these subparts:
-
structure
wiring, busbars
contactors
Remote Control Circuit Breaker (RCCB), C/Bs
20 electronic modules.
The functions done by the PEPDC are :
-
-
electrical network starting
connection/disconnection of the main AC power sources
(VFG, APU Gen, GPU)
shedding capabilities in case of generator overload
AC electrical reconfiguration of:
• main busbars 100XP1, 100XP2, 200XP3, 200XP4
• emergency busbar 400XP in normal configuration
• EHA busbar 247XP
• galley busbars 181XP, 183XP, 282XP, 280XP
connection/disconnection of the main DC power sources
BCRU1, BAT 1, BCRU2, TRU2, BAT2
DC electrical reconfiguration of the busbars 100P, 200PP,
260PP and 247PP
RCCB (Remote Control Circuit Breaker)
protections against short circuit
communication with the other systems
© Airbus Training Center Hamburg
-
BITE
ground servicing activation (in this configuration, only
related loads are supplied to do tasks such as A/C
cleaning, cargo loading/de-loading, maintenance, water
servicing, ….This is done with GPU E1 plugged and
relevant P/B switch in cabin (door 1 area) in ON position.)
Due to the architecture of the power center, this is fully
integrated equipment, these functions are gathered and called
Electrical Network Management Function (ENMF), they are
mainly supported by Primary Electrical Distribution Management
Unit (PEDMU) & Primary Contactor Drive Module (PCDM).
Rating of the switching devices used in the PEPDC for the
primary main distribution is greater than 15A.
Each electrical line, which supplies an electrical load or a
busbar, has a protection against short circuit.
June /01/2004 – Nic
ATA 24 – Page 0024
For training purposes only!
Primary Electrical Power Distribution Center (PEPDC)
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
PEPDC
SRPS 1.1
SRPS 1.2
PCDM 1.1
PCDM 1.2
PEDMU 1.1
PEDMU 1.2
SRPS 2.1
SRPS 2.2
PCDM 2.1
PCDM 2.2
PEDMU 2.1
PEDMU 2.2
Contactors
& RCCBs
RCCBM 1.1
RCCBM 1.2
RCCBM 1.3
RCCBM 1.4
RCCBM 2.1
RCCBM 2.2
RCCBM 2.3
RCCBM 2.4
The PEPDC is segregated in 2 parts by a central
wall designed to sustain heating conditions.
PRIMARY ELECTRICAL POWER DISTRIBUTION CENTER
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0025
For training purposes only!
Electrical Power Distribution
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical Power Distribution
Secondary
(SEPDC)
Electrical
Power
Distribution
Center
The SEPDC includes normal AC and DC sub-busbars and
related wire protection and control devices and includes
interface, packaging and support structure necessary for
installation in the aircraft.
For training purposes only!
The SEPDC is electrically supplied by the PEPDC with 115V
AC, variable frequency and 28VDC electrical power.
The SEPDC distributes 115V AC variable frequency and
28VDC electrical power to A/C secondary electrical loads and
protects the aircraft wiring against electrical failures.
The SEPDC gives electrical resources to interface with A/C
systems (avionics, IMA, …) to manage the configuration of the
electrical distribution network.
The SEPDC local functions in normal operation are:
-
electrical power supply
electrical power distribution
power line protection
switching
programmableswitching logic
communication
data loading
self test/local BITE
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0026
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
For training purposes only!
Electrical Power Distribution
SEPDC 2
SEPDC 1
SEPDC 1& 2
SECONDARY ELECTRICAL POWER DISTRIBUTION CENTER
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0027
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
24 – Electrical Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0028
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical Power Distribution
D
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#
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D
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P
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#
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A
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P
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#
1
7
D
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S
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P
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#
2
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A
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S
S
P
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#
1
8
D D
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S S
S S
P P
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# #
2 2
2 3
A
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#
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9
Spare slot
A
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P
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#
2
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D
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P
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#
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A
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A
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P
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#
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D
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S
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P
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#
2
6
D
C
S
S
P
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#
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7
D D D
C C C
S S S
S S S
P P P
C C C
# # #
2 2 3
8 9 0
D
C
S
S
P
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#
3
1
For training purposes only!
A G P P D
F at o o C
D e w w S
X w er er S
s a S S P
w y u u C
p p #
it
pl pl 1
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Growth capacities
SECONDARY ELECTRICAL POWER DISTRIBUTION CENTER (CONT’D)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0029
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical Power Distribution
Emergency
(EEPDC)
Electrical
Power
Distribution
Center
In the EEPDC are installed the main contactors and circuit
breakers to supply all the loads necessary for a safe flight and
landing in electrical emergency configuration. It is installed in
the upper deck in the front part of the aircraft
For training purposes only!
The wires coming out of the EEPDC are protected by “classic”
circuit breakers
Equipments, which are part of the emergency electrical
generation (Emergency GCU, BAT ESS, BAT1, BCRU ESS)
are found close to the EEPDC.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0030
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Electrical Power Distribution
For training purposes only!
EEPDC
EMERGENCY E/E BAY
BAT 1 & ESS
BCRU ess
Emergency GCU
EMERGENCY ELECTRICAL POWER DISTRIBUTION CENTER
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0031
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Circuit Breaker Monitoring
2.3 Circuit Breaker Monitoring
For training purposes only!
TBD
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0032
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Circuit Breaker Monitoring
TBD
CIRCUIT BREAKER MONITORING SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0033
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indication
3. Control and Indication Description
Electric Overhead Panel
© Airbus Training Center Hamburg
June /01/2004 – Nic
For training purposes only!
1. The BAT 1, BAT 2, ESS BAT and APU BAT P/Bs
connect/disconnect the batteries to the network.
2. The Electrical Load Management Unit (ELMU) P/B lets set
off the Electrical Load Management (ELM) function,
therefore, in case of generator overload, parts of the
network are shed by the Primary Contactor Drive Module
(PCDM).
3. AC essential bus is normally supplied by AC1 main bus. To
release out the AC ESS FEED P/B supplies the AC
essential bus from AC4 main bus.
4. Release out the PAX SYS P/B in case of smoke in the
cabin, to electrically isolate the cabin.
5. The GALLEY P/B isolates the galleys’ power supply.
6. The COMMERCIAL P/B, isolates a major part of the cabin
system.
7. EXT1 thru EXT4 P/Bs, connect/disconnect the ground cart
to the network.
8. The DRIVE 1 thru DRIVE 4 P/Bs let to
physically
disconnect the VFG from the gearbox. This is not reversible
in flight.
9. The GEN P/Bs set on/off the generator and also resets the
protections which tripped a generator off line.
10. The BUS TIE P/B isolates each of the 4 main busbars.
ATA 24 – Page 0034
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Control and Indication
2
3
4
5
6
For training purposes only!
1
7
8
9
10
ELECTRICAL CONTROL PANEL 1235VU / AC ...to... LOAD MANAGEMENT
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0035
24 – Electrical Power
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indication
Battery Panel
1. The BAT selector knob shows the voltage of the set battery
in the display.
Emergency Electrical Power Panel
For training purposes only!
2. The EMER GEN FAULT P/B resets protections which
tripped the generator off line.
3. The RAT MAN ON P/B extends the RAT on ground or in
flight
ECAM PAGES
4. ELEC DC page
5. ELEC AC page
6. APU page
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0036
AIRBUS TRAINING
24 – Electrical Power
A380-800 General Familiarization
Control and Indication
OFF
BAT
APU
26.8 V
1
ESS
EMER ELEC PWR
For training purposes only!
RAT MAN ON
EMER GEN
4
5
2
FAULT
A
U
T
O
3
6
BATTERY SELECTOR KNOB AND ECAM PAGES
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0037
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
24 – Electrical Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 24 – Page 0038
AIRBUS TRAINING
25
A380-800 General Familiarization
Equipment / Furnishings – Content
1.
2.
Page
General..................................................................... 2
System Description................................................... 4
2.1 Cockpit ................................................................ 4
2.2 Passenger Compartment .................................... 6
2.3 Emergency Equipment...................................... 32
2.4 Avionics Compartment ...................................... 42
2.5 Crew Rest Compartment................................... 44
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 25 – Page 001
AIRBUS TRAINING
25 – Equipment / Furnishings
A380-800 General Familiarization
Equipment / Furnishings Introduction
1. General
The aircraft
subsystems:
and
furnishings
include
these
the cockpit
the passenger compartment
the emergency equipment
the avionics compartment
the crew rest compartments.
© Airbus Training Center Hamburg
For training purposes only!
-
equipment
June/01/2004 – SZu
ATA 25 – Page 002
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Equipment / Furnishings Introduction
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 003
AIRBUS TRAINING
-
Cockpit
2. System Description
2.1 Cockpit
-
Cockpit Layout
Control and Display System (CDS) with eight flat screens ,
Primary Flight Displays (PFDs), Navigation Displays (NDs)
Multi Function Displays (MFDs), two Electronic Centralized
Aircraft Monitoring (ECAM) displays, which are divided into
the Engine/Warning Display (E/WD) and the System
Display (SD) (see chapter 31)
two Keyboard and Cursor Control Units (KCCUs) for each
pilot (see chapter 31)
a maintenance working station with access to the On Board
Maintenance System (OMS)
two flat screens for the On Board Information System (OIS).
The cockpit is installed in a mezzanine location,
828 mm above the main cabin deck.
-
The cockpit has four seats installed, a captain seat and a first
officer seat, a third observer seat and a fourth and fifth occupant
seat.
Emergency
The captain and first officer seats are symmetrical and have
both electrical and mechanical controls for position adjustment.
The third observer seat is identical to the first officer seat, but is
it raised on a rotating star, the controls are only mechanical and
it has no sidestick armrest.
The additional occupants seats are folding seats (the
fifth one is optional).
The cockpit includes:
-
overhead panel
main instrument panel
center pedestal
one sidestick for each pilot
one wheel steering handle
© Airbus Training Center Hamburg
A380-800 General Familiarization
Access and Evacuation
Normal access and evacuation is done through a door,
at the rear of the cockpit, via a short stairway (4 steps)
coming up from the main cabin deck. Emergency
evacuation is done through the sliding cockpit windows.
Emergency Equipment
The cockpit contains these necessary safety equipment:
-
June/01/2004 – SZu
one full face Quick Donning oxygen mask per
occupant (4)
one protective breathing equipment (smoke hood)
one axe
two flashlights.
one portable fire extinguisher
two emergency escape ropes
four crew life vests
one portable oxygen cylinder/mask.
ATA 25 – Page 004
For training purposes only!
25 – Equipment / Furnishings
AIRBUS TRAINING
25 – Equipment / Furnishings
Cockpit
PFD
ND
A380-800 General Familiarization
PFD
OIS
MFD
E/WD
SD
For training purposes only!
OIS
MFD
ECAM
COCKPIT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 005
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
2.2 Passenger Compartment
The passenger compartment can have different layouts on two
passenger decks.
-
For training purposes only!
The passenger compartment has two decks. The upper deck
and the main deck. The cabin is divided into utility areas and
seating areas. The utility areas are found adjacent to the cabin
entrances.
The passenger compartment is equipped with:
the linings and furnishings,
the passenger seats,
the cabin attendant seats
the galleys,
the lavatories,
the curtains and partitions
the cabin stairs
the trolley lifts.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 006
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Class Layout
Three class passenger layout
First class
Business class
Tourist class
Total
22 seats
96 seats
437 seats
555 seats
68” pitch
46” pitch
32”/33” pitch
356 Pax on the main deck + 199 Pax at the upper deck
96 Business
22 First
Upper deck
103 Economy
334 Economy
Main deck
CABIN LAYOUT (EXAMPLE)
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 007
For training purposes only!
A380-800 Reference Layout: 555 Pax
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Lining and Furnishings
The aircraft contains an interior lining including:
dado panels and lateral light covers
sidewall panels
ceiling panels
exit ceiling panels
door and door frame linings
overhead stowage / lateral hatrack.
For training purposes only!
-
Overhead Stowage
The overhead stowage compartments are installed for stowage
of passenger carry-on baggage and miscellaneous equipment.
They are installed above the seat rows.
The lining is of a modular type, thus being easily arranged and
adapted to permit cabin customization in the flexibility areas.
Dado Panel
The dado panels include rapid decompression panels. They
prevent a pressure difference between the cabin and the cargo
compartments when a rapid decompression occurs.
Side Wall Panel
The side wall panels include:
-
integrated signs
hardened non-scratchable surface
improved noise damping
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 008
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
LINING (EXAMPLE)
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 009
AIRBUS TRAINING
25 – Equipment / Furnishings
A380-800 General Familiarization
Passenger Compartment
Passenger
Service
General
The PSU and PSIU are installed in the supply channels
under the centre and lateral Overhead Stowage Compartment
(OHSC) or in the high centre supply channel when the centre
OHSC is removed.
PSU/PSIU Features
Since the PSU/PSIU are passenger seat related, the
installation is included in the seat installation.
PSU's contain at every seat row:
-
Individual Air Outlet Panel Installation
Individual air outlet panels will be installed in the supply
channel of the centre and lateral OHSC at every seat
row according to the customised layout.
The number of air outlets in the panel depends on the
seat type installed underneath (single, double or triple
seat). In case of deletion of centre OHSC in a cabin
compartment, individual air outlet panels can not be
installed in the high centre supply channel of this
compartment.
attendant light/reset button
remotely controlled reading lights
seat and seat row numbering
oxygen mask
loudspeaker
"No smoking" & "Fasten seat belt" sign.
Limitations
In case of deletion of the OHSC the same PSU/PSIU
are installed in the high ceiling centre supply channel.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0010
For training purposes only!
Passenger Service Unit /
Information Unit (PSU / PSIU)
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
Oxygen mask
Air outlet
Reading light
Seat and row numbering
Loudspeaker
Signs
PASSENGER SERVICE UNIT / PASSENGER SERVICE INFORMATION UNIT (PSU / PSIU)
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0011
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Passenger Seats
There are three different classes of passenger seats:
- first class,
- business class,
- and tourist class.
For training purposes only!
The passenger seats are attached to standard tracks which let
quickly remove the seats and change the cabin configuration.
Components
The passenger seat has these items:
-
Seat Electronic Box (SEB)
Seat Interface Box (SIB)
Passenger Control Unit (PCU)
Seat Control Unit (SCU)
seat to seat cables
Cables to Floor Disconnect Box (FDB)
internal seat wire harnesses
safety belts
life vest stowage
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0012
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
For training purposes only!
FDB: Floor Disconnect Box
PCU: Passenger Control Unit
SCU: Seat Control Unit
SEB: Seat Electronic Box
PCU / SCU
In-seat harness
SEB
Seat-to-seat cables
Cables to FDB
PASSENGER SEAT COMPONENTS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0013
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
25 – Equipment / Furnishings
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0014
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
For training purposes only!
Business class
Economy class
First class
SEAT ARRANGEMENT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0015
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Cabin Attendant Seats (CAS)
There are two main types of cabin attendant seats:
-
the floor mounted seats and
the wall mounted seats
For training purposes only!
The cabin attendant seats are installed for the comfort and
safety of the cabin attendants during Takeoff and landing.
All seats are folded and installed in the areas of the passenger /
crew doors and the emergency exits. The number of attendant
seats depends on the aircraft configuration.
All CASs have a combined safety belt and retractable shoulder
harness unit with single action release, and load attenuation
device. The headrest and upholstery are covered with fabric or
leather.
Floor-mounted CAS
The floor-mounted CAS returns automatically to the folded
position. For more comfort, the lower part of the backrest has a
fixed backrest recline. The lower part of the seat, under the seat
pan, permits stowage of emergency equipment.
Wall-mounted CAS
The wall-mounted CAS returns automatically to the folded
position. For more comfort, the lower part of the backrest
has a fixed backrest recline. The lower part of the seat,
under the seat pan, permits stowage of emergency
equipment.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0016
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Wall mounted CAS
Floor mounted CAS
FLOOR AND WALL MOUNTED CAS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0017
For training purposes only!
Passenger Compartment
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
The galley equipment is installed to store and prepare food and
drinks for the passengers and crew, and to store waste
materials.
The number and the location of the galleys depend on the
aircraft configuration.
Fixed Galley Locations
At the fixed galley locations the galley units:
- are hard-point and/or seat rail mounted
- are adapted to the forward or aft tapered cabin section
Galleys are installed as dry or wet.
Flexible Galley Locations
At the flexible galley locations the galley units:
- are hard-point and/or seat rail mounted (attachments on
seat rails provide an inch by inch flexibility, attachments on
hard-points provide a 2-inch by 2-inch flexibility except at
cross beams)
- have upper attachments by means of tie rods
A dry galley is not connected to any system. For the wet
galleys, connection is required to the:
- potable water system
- waste water system
- air extraction system
- cabin ventilation system
terminal block for galley power supply.
There are two types of galleys:
- longitudinal galleys, access perpendicular to aircraft axis
- transversal galley, access parallel to aircraft axis
Galley Locations
There are two types of galley locations:
-
All galleys will stand perpendicular to the aircraft system
(FD, horizontal line).
Galley Installation
The installation of any galley includes adaptation of the
surrounding interior furnishing (i.e. OHSC, floor panels) and
installation of metal dummy windows behind side galleys where
necessary.
fixed galley locations
flexible galley locations
Galley units are related to these locations, which
are shown in the figures on the next page.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0018
For training purposes only!
Galleys
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Transversal galley areas
For training purposes only!
Upper Deck
Lift
Main Deck
TRANSVERSAL GALLEYS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0019
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Longitudinal galley areas
Lift
For training purposes only!
Upper Deck
Main Deck
LONGITUDINAL GALLEYS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0020
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
GALLEY INSTALLATION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0021
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Lavatories
For training purposes only!
The lavatories are installed in the cabin for the comfort of the
passengers and the crew. Each lavatory also has a washroom
function. Lavatories can be fixed to the ground by seat rail or
with a hard point.
The number and the location of the lavatories depend on the
aircraft configuration.
Lavatory Types
Lavatories are available as fixed or movable units with a
vacuum waste system. The movable lavatories are related to
locations, which are shown on the next page
Fixed lavatory units in the tapered cabin section are hard-pointmounted with attachment (tie rod) at upper level of the lavatory
and permit replacement of adjacent floor panels without lavatory
removal.
Flexible lavatory units are seat-rail-mounted with attachment (tie
rod) at the upper level of the lavatory.
They can be installed in assigned flexibility areas at 1- inch
intervals, and lavatory removal is necessary for replacement of
adjacent floor panels.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0022
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
For training purposes only!
Upper Deck
Lavatories
Main Deck
LAVATORY INSTALLATION AREAS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0023
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Lavatory Installation
The installation of any lavatory unit includes these connection
to:
-
vacuum waste and fresh water lines
air conditioning system (individual, fresh air and air
extraction) in the area of the lavatory ceiling
electrical systems via one plug only, covering lighting,
signs, PA and call systems, oxygen mask release, electrical
razor power supply, smoke detection, etc.
For training purposes only!
-
Adaptation can be necessary to the surrounding interior
furnishing, e.g. doorframe lining, OHSC, etc.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0024
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
TYPICAL DESIGN PRINCIPLE OF LAVATORY
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0025
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Lining and Furnishing
Curtains and Partitions
The curtains and partitions are installed to divide the utility
areas and seating areas in the cabin.
For training purposes only!
The aircraft is capable to accommodate a lateral class divider in
the flexible areas of the cabin and in fixed positions. Upper
attachments are individually installed at the customized
installation location.
The lateral class dividers are seat rail mounted with an upper
attachment / support.
Slightly thicker class dividers with a cut-out for direct view
purposes including a sliding closure panel as well as cranked
type ones are available.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0026
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
For training purposes only!
Main Deck
Flexible positions
Upper Deck
MAIN AND UPPER DECK – CLASS DIVIDERS LOCATIONS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0027
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Cabin Stairs
Forward Staircase
The forward staircase represents an elementary
installation component in the forward cabin area.
fixed
For training purposes only!
The boarding/deplaning of the upper deck passengers
is ensured.
The staircase is passable simultaneously by two passengers
with hand luggage.
The staircase is usable for in-flight movements (cruise).
Rear Staircase
The rear staircase represents an elementary fixed installation
component in the aft cabin area.
The staircase is specified for a single lane usage.
Regarding the usable width, the staircase is passable
by:
-
one passenger or
one crew member with service equipment
To enable a meeting situation on the staircase it is ensured that
an ascending and descending person can pass each other.
The staircase is usable for in-flight movements (cruise).
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0028
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
FORWARD AND REAR STAIRCASE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0029
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Compartment
Trolley Lift
Two (2) single trolley lifts, one in the forward and one in the rear
cabin, are installed connecting the main and upper deck for onground catering and in-flight service.
For training purposes only!
The trolley lift is specified to be used by the catering personnel
or the cabin crew to exchange trolleys between both decks on
ground and in-flight.
Trolley Loads
The trolley lift transports one full-size trolley (FST) or one/two
half-size trolleys (HST) or standard units.
Lift Control
An operation panel is available on both decks (operation only by
catering personnel and the cabin crew).
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0030
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Passenger Compartment
TROLLEY LIFT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0031
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Emergency Equipment
2.3 Emergency Equipment
The emergency equipment include:
emergency equipment in the cockpit and the cabin
escape facilities
For training purposes only!
-
Emergency Equipment Cockpit / Cabin
The cockpit and cabin emergency equipment include:
-
first aid equipment
ELT survival beacons
flashlights
defibrillator / respirators
safety belts
megaphones
life vests
crash axes / crow bars
portable oxygen cylinders / masks
fire extinguishers
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0032
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Emergency Equipment
EMERGENCY EQUIPMENT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0033
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Emergency Equipment
Escape Facilities
The cockpit sliding windows and their escape ropes, and the
avionics compartment service ladder can be used in case of an
emergency evacuation.
Slide / Rafts
An electrical manual inflation means for actuation of the inflation
system is given by a pushbutton in the door frame on and
visible only after the door is in the fully open position. The
pushbutton is part of the Door and Slide Management System
(DSMS, refer to ATA-52).
For training purposes only!
Inflatable evacuation slide/rafts (dual lane) are installed for all
doors (type A) except for door 3. For door 3 an off wing slide
dual line is installed.
Each/slide raft is equipped with:
-
a survival kit
an integrated lighting
a radio beacon
The main deck door n° 1, n° 2, n° 4 and n° 5 have a door
attached slide raft system. The main deck door n° 1 has an
extendable slide in order to deal with the large sill height range.
The main deck door n° 3 has a belly fairing integrated slide/raft
system. Because the main deck door n° 3 is a over-wing
emergency exit with a sill height of 1.4 m an evacuation over the
wing is not possible. The evacuation means has an inflatable
ramp and a slide portion that is integrated into the belly fairing.
All upper deck doors (n° 7, 8, 9) have a fuselage attached slide
raft system, which is installed in a compartment below each
door.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0034
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Emergency Equipment
SLIDE ARRANGEMENT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0035
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
25 – Equipment / Furnishings
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0036
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Emergency Equipment
Fuselage mounted Lights
For training purposes only!
Door 3
Wing
Ramp/Slide Construction
OVERWING SLIDE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0037
AIRBUS TRAINING
25 – Equipment / Furnishings
A380-800 General Familiarization
Emergency Equipment
Door 8
Door 7
Door 9
Door 1
Door 2
Door 3
Door 4
Door 5
Fuselage integrated evacuation
system compartments
LOCATION OF SLIDES
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0038
For training purposes only!
Belly fairing integrated evacuation
system compartment
AIRBUS TRAINING
A380-800 General Familiarization
SAFETY STOP TAB
Emergency Equipment
TRIBRID
ELECTRICAL
CONNECTOR
T-GUIDE
PACKBOARD
AIRCRAFT DOOR
BALL-LOCKS
BLOWOUT DOOR
Door 7, 8, 9 (upper deck)
AIRCRAFT DOOR HINGE
EVACUATION SYSTEM
Door 1, 2, 4, 5 (main deck)
DOOR INSTALLED AND FUSELAGE INTEGRATED EVACUATION SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0039
For training purposes only!
25 – Equipment / Furnishings
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Emergency Equipment
Control and Indicating
Each slide / raft unit is monitored and started by the respective
Local Door Controller (LDC), which is installed at each door.
The LDC monitors the pressure of the coolant reservoir and the
pitch of the aircraft. In case of an emergency opening of the
door the LDC gives the signals and the logic to start the inflation
of the slide / raft.
© Airbus Training Center Hamburg
June/01/2004 – SZu
For training purposes only!
The door n° 1 slide / raft has an extension slide, which is
necessary to deal with the large range of sill heights at
door n° 1.
The slide is automatically started when a predefined crash
condition (A/C pitch) exists. Sensors also been included to
monitor the A/C pitch during an evacuation and determine if the
extension has deployed when it is necessary. In the event of
either an A/C pitch change or the slide extension not deploying
when necessary a warning will signal the flight attendant to
discontinue use of the exit.
ATA 25 – Page 0040
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Emergency Equipment
CONTROL AND INDICATING
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0041
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Compartment
2.4 Avionics Compartment
The Avionics bays are divided into two bays:
-
the main bay, located in the forward section of the fuselage,
below the cockpit and the crew rest area
the upper bay, located behind the crew rest area, at the
level of the upper deck.
For training purposes only!
-
Main Bay
The main bay contains the normal electrical power center and
most of the system computers.
This bay is accessible:
-
from the cargo hold forward area through a door
from outside, through a hatch
from the cockpit, through a hatch.
Upper Bay
The upper bay contains the emergency electrical power center,
some ultimate emergency equipment and most of the IFE (In
Flight Entertainment) equipment.
This bay is accessible through a door, from the upper deck
area.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0042
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Compartment
Cockpit
Nose
landing
gear
For training purposes only!
Upper
Avionics
bay
Crew
rest
area
Main
Avionics
bay
AVIONICS BAYS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0043
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
Crew Rest Compartment
2.5 Crew Rest Compartment
Crew rest compartments are provided as an option for a flight
crew and cabin crew.
The crew rest compartment can be:
flight crew rest compartment
cabin crew rest compartment at the lower deck
cabin crew rest compartment at the rear deck
For training purposes only!
-
Flight Crew Rest Compartment - Main Deck
The optional flight crew rest compartment is installed between
the cockpit X-station and door n° 1.
Cabin Crew Rest Compartment – Upper Deck
One optional CCRC can be installed on the upper deck aft of
door n° 9.
Cabin Crew Rest Compartment – Lower Deck
One optional CCRC of two pallet size can be can be installed in
the aft cargo compartment.
A cut out in the main deck floor for the access to the lower deck
and an emergency escape hatch is given. If no lower deck
CCRC is installed, these cut-outs are closed by floor panels
including seat rails.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0044
25 – Equipment / Furnishings
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Crew Rest Compartment
CREW REST COMPARTMENTS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0045
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
25 – Equipment / Furnishings
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 25 – Page 0046
AIRBUS TRAINING
26
A380-800 General Familiarization
Fire Protection – Content
Page
General..................................................................... 2
System Description................................................... 6
2.1 Engine Fire Protection......................................... 6
2.2 APU Fire Protection ............................................ 8
2.3 Avionics Bay Smoke Detection ......................... 10
2.4 Cargo Compartment Fire Protection ................. 10
2.5 Wheel Well Overheat Detection ........................ 18
3. Control and Indication............................................. 20
3.1 Engine Fire Extinguishing System .................... 20
3.2 APU Fire Extinguishing System ........................ 24
3.3 Cargo Compartment Fire Extinguishing System24
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 26 – Page 001
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Fire Detection and Extinguishing Introduction
1. General
Non Pressurized Areas
© Airbus Training Center Hamburg
June/01/2004 – PPS
For training purposes only!
Fire detectors and extinguishing bottles are installed in each
engine nacelle and in the Auxiliary Power Unit (APU)
compartment. In the Main Landing Gear Bay (MLGB)
compartment are fire detectors installed only. Conversion
Modules (CMs) are installed in each pylon of the engines and in
the pressurized area (Frame 95) for the APU and in the MLGB
compartment.
ATA 26 – Page 002
AIRBUS TRAINING
26 – Fire Protection
A380-800 General Familiarization
Fire Detection and Extinguishing Introduction
L OOP B
LOOPA
For training purposes only!
APU
FI REAREA
Fire detectors
CAN Network
ENGI NE
FI RE AREAS
MLGBay
FI RE AREA
Conversion Modules (CM)
FDU
NON PRESSURIZED AREAS
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 003
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Fire Detection and Extinguishing Introduction
Pressurized Areas
The cargo compartments, avionics ventilation system, lavatories
and crew rest compartments have a smoke detection protection
installed. The cargo compartments have also extinguishing
bottles installed.
Lavatory smoke detection is given by ambient smoke detectors
installed in the lavatory ceiling (one detector per lavatory).
For training purposes only!
Each lavatory waste bin has an automatic fire extinguishing
system.
These sub-compartments have sufficient fire/smoke detection:
-
trolley lift
fight crew rest compartments (if installed)c
cabin crew rest compartments (if installed)
passenger rest compartments (if installed)
Portable extinguishers are installed in the cockpit and in the
passenger compartment.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 004
AIRBUS TRAINING
26 – Fire Protection
A380-800 General Familiarization
For training purposes only!
Fire Detection and Extinguishing Introduction
Lavatory
Cargo Compartment
PRESSURIZED AREAS
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 005
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Engine Fire Protection
2. System Description
CONTROLS
The control panel for the fire extinguish system is located on the
overhead panel in the cockpit
2.1 Engine Fire Protection
A fire detection and extinguishing system is installed for each
engine.
For training purposes only!
DETECTION
Each engine is protected by a continuously monitored dualloop system.
Loops A and B are installed in parallel. Each loop has a:
-
fan fire detector (LH + RH)
pylon fire detector
core fire detectors
turbine fire detector
IP- compressor detector
The related Fire Detection Unit (FDU) uses an AND logic to
signal a fire. It is connected to the ECAM and to the Central
Maintenance Computer (CMC) for fault detection.
EXTINGUISHING
Each engine has two extinguisher bottles, which have an
electrically operated squib for agent discharge. The discharge is
controlled from the overhead panel in the cockpit.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 006
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Engine Fire Protection
SCI: Secure Communication Interface
ENGINE FIRE PROTECTION
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 007
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
APU Fire Protection
A fire detection and extinguishing system is installed for the
APU.
DETECTION
The APU is protected by a continuously monitored dual-loop
system.
Loops A and B are mounted in parallel.
The related Fire Detection Unit (FDU) uses an AND logic to
signal the existence of a fire or overheat.
The FDU is connected to the FWC and to the CMC for fault
detection.
CONTROLS
A control panel for the APU fire extinguish system is located on
the overhead panel in the cockpit. Also an APU SHUT-OFF
switch is installed on the external power control panel and on
the refuel/defuel panel.
EXTINGUISHING
The APU compartment has a single-shot fire extinguisher
system.
The bottle has an electrically operated squib for agent
discharge.
The discharge is controlled from the control panel or
automatically on ground.
EXTINGUISHING IN- FLIGHT
In case of a detected fire in flight, the APU fire extinguishing
system is manually activated from the cockpit.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 008
For training purposes only!
2.2 APU Fire Protection
EXTINGUISHING ON GROUND
In case of a detected fire on ground, the APU fire extinguishing
system is automatically started if there is no action from the
cockpit or aircraft is left unattended.
The Automatic Fire Extinguishing Control Unit (AFECU) controls
the APU automatic fire extinguishing on ground.
AIRBUS TRAINING
26 – Fire Protection
A380-800 General Familiarization
APU Fire Protection
LOOP B
LOOP A
For training purposes only!
APU
FIRE AREA
Fire detectors
CAN Network
FDU
APU FIRE PROTECTION
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 009
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Bay / Cargo Compartment Fire
Protection
2.3 Avionics Bay Smoke Detection
A dual-loop smoke detection system is installed in the:
main avionics bay left hand and right hand side
emergency avionics bay
aft avionics bay
In-Flight Entertainment Center.
For training purposes only!
-
Dual optical smoke detectors are installed in the air extraction
ducts (ref. to ATA 21).
The detectors are connected to the CIDS which is connected to
the ECAM and to the On board Maintenance System (OMS).
2.4 Cargo Compartment Fire Protection
Detection
A dual-loop smoke detection system is installed with dual optical
smoke detectors installed in the ceiling. The system operates a
combined AND/OR logic in the CIDS which is connected to the
ECAM and OMS.
An advisory Cargo Fire Verification System (CFVS) is available
for Long Range Operation, to assist the cockpit crew in the
decision making after smoke detection. This CFVS gets images
from cameras installed in the FWD and AFT cargo hold and
shows them on the lower ECAM display unit to the flight crew.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0010
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Avionics Bay / Cargo Compartment Fire
Protection
DEU B SMOKE DETECTION ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0011
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
26 – Fire Protection
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0012
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Avionics Bay / Cargo Compartment Fire
Protection
SMOKE DETECTION SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0013
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Fire Protection
CARGO FIRE VERIFICATION SYSTEM (CFVS)
The CFVS is an additional tool for the cockpit crew to check the
situation in the cargo compartments in case of a red smoke
warning.
For training purposes only!
The system has a set of cameras in the cargo holds with
combined optical and heat-sensing and video display in cockpit
on Systems Display (SD) connected to one Cargo Fire
Verification Control Unit (CFVCU).
The system gives Real-time video.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0014
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cargo Compartment Fire Protection
CARGO FIRE VERIFICATION SYSTEM (CFVS)
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0015
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Fire Protection
Fire Suppression
Three fire suppression bottles are installed in the FWD cargo
compartment. The contents can be discharged into the forward
or aft (including bulk) cargo compartment.
For training purposes only!
The fire extinguishing system is manually started by the flight
crew when the Fire/Smoke Detection System gives a warning to
the cockpit.
By operating the pushbutton switch FWD AGENT the A- and Bsquibs of the FWD cartridges in the three fire extinguishing
bottles will be fired simultaneously.
By operating the pushbutton switch AFT AGENT the A- and Bsquibs of the AFT cartridges in the three fire extinguishing
bottles will be fired simultaneously.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0016
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
FMCU
FMCU
FMCU
FMCU
CARGO COMPARTMENT FIRE SUPPRESSION
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0017
For training purposes only!
Cargo Compartment Fire Protection
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Wheel Well Overheat Detection
2.5 Wheel Well Overheat Detection
If fire or overheat is detected, the FDU sends signals:
The Main Landing Gear bay is protected by :
-
-
fire detection loops
the conversion module (CM)
the Fire Detection Unit (FDU).
to the Flight Warning Computer (FWC),
to the Centralized Maintenance Computer (CMC).
For training purposes only!
In each fire zone, there are two continuous loops (loop A and
loop B) connected in parallel. Four fire detectors are installed on
each loop.
The fire detectors are always installed by pairs:
-
one pair in the right wing landing gear bay,
one pair in the left wing landing gear bay,
two pairs in the body landing gear bay (one for the right
hand side and one for the left hand side).
Each fire detector is made-up of a sensing element and a
responder assembly. The detectors are of the electro-pneumatic
type.
The conversion module digitizes the analog value from the
responder of the fire detector and sends them in numeric value
to the FDU.
The FDU collects all the numeric values and processes them.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0018
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Wheel Well Overheat Detection
WHEEL WELL OVERHEAT DETECTION
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0019
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indication
3.1 Engine Fire Extinguishing System
Engine Fire Detection
-
For training purposes only!
When a fire detection is confirmed by the FDU, these fire
warnings are given on:
the ENG/FIRE control panel : ICP-4
the ENG MASTER control panel : 1125 VU
the MASTER WARN light : 1411 and 1421VU
the Engine Warning Display
the System Display
the aural warning sounds
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0020
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
1
2
3
4
ENGINE FIRE EXTINGUISHING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0021
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
ENGINE FIRE PUSHBUTTON
If a fire is detected, the ENG FIRE P/B must pushed in to isolate
the engine from the fuel system and to arm the bottle.
For training purposes only!
AGENT PUSHBUTTON
The operation of the AGENT P/B discharge the fire extinguish
bottle (ENG FIRE P/B having being pushed).
TEST PUSH BUTTON
When you press the test pushbutton switch, the FIRE warning
indications are given until pushbutton is held, the fire detection
system is still operational :
-
-
the SQUIB legend on the AGENT 1(2) pushbutton switches
comes on (only if the two filaments are normally power
supplied)
the DISH amber legends come on.
If the failure is detected during the test sequence, a fault
message is sent to Engine and Warning Display through the
FWS.
The TEST pushbutton switch must be held during the whole test
duration.
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0022
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
CONTROL AND INDICATION / ENGINE FIRE EXTINGUISHING
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0023
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
warnings are given in the cockpit on :
3.2 APU Fire Extinguishing System
-
APU FIRE DETECTION
When a fire detection is confirmed by the FDU, these fire
warnings are given on :
- in the cockpit:
• the APU/FIRE control panel : ICP-2
• the MASTER WARN light : 1411 and 1421VU
• the Engine Warning Display
• the System Display
• the aural warning sounds
- on the ground additionally:
• the fire warning light on the NLG external control panel
• aural warning from the mechanical call horn (FWS)
APU FIRE PUSHBUTTON
It lets the extinguishing system to be armed and to shut- down
the APU.
AGENT PUSHBUTTON
It gives bottle discharge (APU FIRE PB having been pushed).
EXTERNAL POWER CP AND REFUEL/ DEFUEL PANEL
They have an APU FIRE light and APU SHUT OFF pushbutton
switch (2) which starts the APU emergency shutdown sequence
and stops the mechanic call horn.
3.3 Cargo Compartment Fire Extinguishing
System
CARGO COMPARTMENT FIRE DETECTION
When a fire detection is confirmed by the FDU, these fire
© Airbus Training Center Hamburg
the CARGO SMOKE control panel : ICP-9
the Engine Warning Display
the System Display
the aural warning sounds
Push Button (P/B) indicators FWD AGENT and AFT AGENT:
Detected smoke in FWD respectively AFT/BULK cargo
compartment is shown by a red coloured legend SMOKE.
Indicator DISCH:
Detected low pressure in one of the three fire extinguishing
bottles is shown by a white coloured legend BTL 1, BTL 2 or
BTL 3.
P/B switch FWD AGENT and AFT AGENT:
By operating the pushbutton switch FWD AGENT the A- and Bsquibs of the cartridges in the three fire extinguishing bottles
and the A- and B-squibs of the FWD cartridge in the diverter
valve will be fired simultaneously. By operating the pushbutton
switch AFT AGENT the A- and B-squibs of the cartridges in the
three fire extinguishing bottles and the A- and B-squibs of the
AFT cartridge in the diverter valve will be fired simultaneously.
P/B switch TEST:
By operating this switch the smoke detection control function is
receiving signals about:
- simulated low pressure in the three fire extinguishing
bottles
- test active
and is activating the squib circuit continuity test.
If one squib per outlet is okay the indicator with the white
colored legend SQUIB (FWD or AFT AGENT) comes on.
June/01/2004 – PPS
ATA 26 – Page 0024
For training purposes only!
26 – Fire Protection
26 – Fire Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
APU AND CARGO COMPARTMENT FIRE EXTINGUISHING
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0025
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
26 – Fire Protection
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – PPS
ATA 26 – Page 0026
AIRBUS TRAINING
27
A380-800 General Familiarization
Flight Controls – Content
Page
General..................................................................... 2
System Description................................................... 6
2.1 Primary Flight Control System ............................ 6
2.2 High Lift System ................................................ 32
3. Control and Indicating............................................. 38
1.
2.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 001
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Flight Controls Introduction
1. General
Design Guidelines
For training purposes only!
The A380 flight control system baseline largely benefits of the
in service experience cumulated by the fly-by-wire systems of
the A320 and A340 families, together with the introduction of
new technologies consistent with A380 specificity.
The main system design guidelines are:
-
cross crew qualification
continuity with the current Airbus fly-by-wire system to take
into account in-service experience
adaptation to the aircraft large size
performance optimization (long range aircraft)
use of electrical actuators to improve segregation and
reduce hydraulic power consumption
high dispatch reliability
eased maintenance
The flight control is of the Flight-By-Wire type. It controls:
-
the pitch, roll and yaw axis, also called primary controls
the speed brake and lift dump functions
the high lift function.
The flight control system is linked to the central maintenance
system for maintenance purposes.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 002
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Flight Controls Introduction
CONTROL
AND
INDICATING
FLIGHT CONTROL / GENERAL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 003
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Flight Controls Introduction
Flight Control surfaces
The flight control surfaces include:
three ailerons per wing
eight spoilers per wing
two droop nose and six slats per wings
three single slotted flaps per wing
one Trimmable Horizontal Stabilizer (THS)
two elevators per side
two rudders
© Airbus Training Center Hamburg
For training purposes only!
-
January /01/2004 – Scz
ATA 27 – Page 004
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Flight Controls Introduction
FLIGHT CONTROL SURFACES
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 005
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
2. System Description
2.1 Primary Flight Control System
-
dutch roll damping,
turn coordination.
COCKPIT CONTROLS:
Side-sticks are given for pitch and roll control.
THS control-switches are on the center pedestal (if operational
or maintenance causes make it necessary to use the manual
trim).
Mechanically linked rudder pedals are given for yaw control as
well as Rudder trim.
A speedbrake/ground spoilers lever is installed on the center
pedestal.
CONTROL LAWS:
A side-stick controls a piloting objective instead of a control
surface position. The piloting objectives are :
-
load factor for longitudinal control and
roll rate for lateral control.
This permits the “select and release” type of piloting technique
and gives similar handling flight characteristics for any aircraft of
the “Fly By Wire” family.
Inside the normal flight envelope, the main features are:
-
neutral static stability and short term attitude stability,
automatic longitudinal trimming,
lateral attitude hold and automatic elevator in turn,
© Airbus Training Center Hamburg
Flight domain protection (load factor, angle of attack, speed,
attitude) is also part of the flight control laws and give the pilot
instinctive procedures to get maximum aircraft performance in
emergency situations.
Aircraft feed-back is given by the Air Data Inertial Reference
System (ADIRS) and related sensors (accelerometers, rate
gyros...).
Architecture
Redundancy:
Six flight control computers are part of the flight control system.
Each computer can control the pitch, roll and yaw axes through
its related actuators
Differences:
There are two different computer families (technology, internal
architecture, software) to increase the system robustness to the
same cause of failures:
-
three PRIM computers and
three Secondary (SEC) computers
are installed.
January /01/2004 – Scz
ATA 27 – Page 006
For training purposes only!
Operational Aspects
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
27 – Flight Controls
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© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 007
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
PRIM COMPUTER FUNCTIONS:
Auto Flight System (AFS):
- all AFS laws
- flight envelope
For training purposes only!
Primary Flight Control system (PFCS):
- EFCS system management
- actuators control and monitoring
- high level PFCS laws: normal and alternate (auto-trim)
- LAF law
SEC COMPUTER FUNCTIONS:
Primary Flight Control system (PFCS):
- EFCS system management
- actuators control and monitoring
- direct law
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 008
AIRBUS TRAINING
27 – Flight Controls
A380-800 General Familiarization
Primary Flight Controls System
PILOT
ORDERS
For training purposes only!
AUTOPILOT
ORDER
FLIGHT CONTROL COMPUTER ARCHITECTURE
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 009
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Control modes :
-
-
-
Normal law: Full auto-trim control laws and flight domain
protections available
Alternate law: Degraded auto-trim control laws and flight
domain warnings protections
Direct law: manual trim, direct relationship between sidestick deflection and surface position, longitudinal and lateral
stabilization and flight domain warnings
in case of all Flight Control computers loss, or electrical
supply loss (both extremely improbable), a back-up control
is given for the ailerons, rudder and elevators through a
dissimilar channel fully isolated from the computers.
Primary (PRIM) computers do also auto-flight controls laws
(see auto-flight 22 chapter for more details)
Technology
Fly-by-Wire:
Pilot orders are electrically send to the actuators.
Each computer has two channels; one control channel and one
monitor channel. In case of disagreement between the two
channels, the defective computer is automatically isolated from
the system.
Actuators Power Isolation:
All flight control surfaces are hydraulically powered by one of
the two independently operated hydraulic circuits. In addition, all
surfaces except some spoilers and the outboard ailerons can be
electrically powered by one of the two independently operated
electrical circuits.
Electrical Actuators:
Electro-Hydrostatic Actuators (EHAs) and Electrical Back-up
Hydrostatic Actuators (EBHAs) are installed in order to reduce
hydraulic flow consumption. EHAs can do the full performance,
EBHAs can do full performance in nominal hydraulic mode, and
for reduced performances in electrical mode. EHAs and EBHAs
electrical mode is only operated after one or the two hydraulic
system(s) is inoperative or under Minimum Equipment List
(MEL) conditions or during specific maneuvers such as push
over, avoidance maneuver.
Digital Technology :
Digital computers usually control and monitor the actuators
related to each surface.
These computers are also in charge of flight control law
computation.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0010
For training purposes only!
Progressive (gradually) control law reconfigurations occur as a
function of a system failure status and are indicated to the pilot
through these laws:
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
27 – Flight Controls
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© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0011
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
FCDC/WBBC/FCU BACK-UP APPLICATION:Flight
Data Concentrator (FCDC) for PFCS and AFS:
- warning and maintenance function
- data concentrator for FCDIU
- data transmission for F/CTL page
Control
For training purposes only!
Weight and Balance Back-up Computation (WBBC):
- computation for Aft CG warning
Different back-up control:
-
rudder electrical back-up control from the pedals.
Pitch and roll electrical back-up control on the elevators and
ailerons from the side sticks and the THS is get through
switches found on the pedestal.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0012
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
PRIMARY FLIGHT CONTROL SYSTEM
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0013
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
EHA and EBHA Description
An EHA is basically a self-contained hydraulic actuator
incorporating a pump driven by a variable speed electric motor
controlled by local power control electronics.
The EHA is electrically powered by AC network (115 VAC).
For training purposes only!
By transferring the fluid from one cylinder to the other, the pump
and electric motor achieve the control of the position of the
piston. The control by the local power electronic is based on
motor speed and sense of rotation. Thus high motor speed
means high actuator rate, reverse of motor rotation means
reverse of actuator movement.
The EHA is fully isolated from centralized hydraulic circuit in
flight. On ground, for maintainability purpose, a solenoid valve
controlled by the computers allows to replenish in fluid the EHA
from an adjacent hydraulic to compensate small leakage.
An EBHA is basically a conventional servo command.
In addition, a specific mode, called back up, permits to have the
same behavior as an EHA.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0014
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
FLIGHT CONTROL SERVO CONTROLS
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0015
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Primary Flight Controls System Overview
PFCS includes devices used to control the aircraft trajectory in
the roll, yaw and pitch axes and to control the lift on the wing
including speed braking.
The main features of the system are:
fly-by-wire
digital technology
control through side-stick
active stability for longitudinal and lateral axis
For training purposes only!
-
Control surfaces are:
- 3 pairs of ailerons (inboard, medium and outboard), used
for:
• roll control,
• lift control (aileron droop)
• LAF
• ground spoiler function
- 8 pairs of spoilers used for:
• roll control (spoiler 3 – 8)
• speed brake function (spoiler 1 – 8)
• ground spoiler function (spoiler 1 – 8)
- 2 rudders (upper and lower) used for:
• yaw control
• dutch roll damping
- 2 pairs of elevators (inboard and outboard) used for:
• pitch control
• pitch active stability
- 1 THS used for long term balance of the pitch axis
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0016
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
ROLL / PITCH / YAW CONTROL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0017
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
27 – Flight Controls
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0018
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
SYSTEM REDUNDANCY
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0019
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Electrical Back up System
In case of lost of the normal control, an electrical back up
system is given to control the plane.
For training purposes only!
One inboard aileron on each wing, the inboard elevators and
the 2 rudders are used by mean of EBHAs and EHAs and
completely independent electrical control. The hydraulic motor
n° 2 (powered by the yellow hydraulic system) is used to move
the THS.
This permits to flight the aircraft in the very improbable case of
total hydraulic and electrical normal sources (RAT and batteries
available), with reduced performances but full control.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0020
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
ELECTRICAL BACK-UP SYSTEM
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0021
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Roll Control
© Airbus Training Center Hamburg
January /01/2004 – Scz
For training purposes only!
Roll control is given on each wing by three ailerons
complemented by outboard spoilers (spoiler 3 to 8). Each
aileron is powered by one of the two actuators: servo-control or
EHA. In normal operation, the servo-control is active, the EHA is
in damping mode. Six of eight spoilers on each wing are
operated by a single servo-control. Two spoilers are operated
by EBHA (spoiler 5 and 6), the electrical part is started only
after hydraulic failure.
ATA 27 – Page 0022
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
ROLL CONTROL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0023
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Pitch Control
Pitch control is given by the Trimmable Horizontal Stabilizer
(THS) and four elevators attached to the THS.
Each elevator is operated by two actuators: one servo-control
and one EHA. In normal operation, the servo-control is active,
the EHA is in damping mode.
© Airbus Training Center Hamburg
January /01/2004 – Scz
For training purposes only!
The THS is powered by two hydraulic motors, one active and
the other in standby mode in normal operation. An electrical
motor is added as a back-up, to give a reduced performances
when the two hydraulic motors are unserviceable.
ATA 27 – Page 0024
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
PITCH CONTROL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0025
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Yaw Control
Two rudders (upper and lower) control the aircraft in the yaw
axis.
Each rudder is driven by two EBHA..
For training purposes only!
In normal operation, one actuator per rudder is active at a time
and the other is in damping mode. The active actuator is in
hydraulic mode, the electrical mode is only activated after
failure(s). The electrical mode is controlled by the computers
through one solenoid valve. In electrical mode, the maximum
speed of the actuator is reduced regarding the speed in
hydraulic mode.
All actuators should be simultaneously pressurized in the
following cases: when high rates or high hinge moment (engine
failure) is required.
Yaw damping and rudder travel limitation (SRTL) functions are
performed by the computers and the rudder order is electrically
signaled to the actuators.
Rudder trim is available from switches located on the pedestal.
A rudder trim actuator (PFTU) moves the pedals artificial feel
neutral point.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0026
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
YAW CONTROL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0027
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Speed Brakes and Ground Lift Dump Control
Eight pairs of spoiler surfaces provide roll control (spoilers 3 to
8), air braking and ground lift dumping (spoilers 1 to 8).
Each spoiler surface is driven by a single actuator.
For training purposes only!
Two pairs of spoilers (5 and 6) are actuated by EBHA, the six
other pairs are actuated by conventional servo controls.
The spoiler EBHA commutes in the electrical mode when the
associated hydraulic power is lost. This commutation is done
inside the EBHA without computers control. In electrical mode,
the maximum speed of the actuator is reduced regarding the
speed in hydraulic mode.
In case of electrical servo-loop failure, the spoiler retracts to
zero position.
In case of hydraulic failure the spoiler surface retains the
position it had at the time of the loss, or a lesser deflection if
aerodynamic forces push it down, except the EBHA which
remain efficient with reduced performances.
For EBHA, in case of hydraulic power plus electrical power
failure, the spoiler surface retains the position it had at the time
of the loss, or a lesser deflection if aerodynamic forces push it
down.
The speed-brake control lever is found on the center pedestal.
The speed brake and ground lift dump functions are operated
by the flight control computers.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0028
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
SPEED BRAKES
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0029
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Primary Flight Controls System
Ground Lift Dumping
For training purposes only!
At main landing gear compression, all the spoiler surfaces and
the 3 ailerons on each wing are used to dump the plain and
help during the braking.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0030
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Primary Flight Controls System
GROUND LIFT DUMP CONTROL
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0031
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
High Lift System
2.2 High Lift System
Operational Aspects
The high-lift configuration is manually set through the slat/flap
control lever, which is found on the center pedestal.
Automatic protection functions such as:
-
flap-load relief (automatic flap retraction if airspeed exceeds
limit speed of selected configuration)
alpha lock (inhibition of slat retraction in case of determined
airspeed and angle of attack conditions)
Actuation:
Geared rotary actuators and power-off type brakes are used.
Therefore no irreversible devices are necessary. The system
has automatic testing.
Variable displacement motors permit power supply optimization.
Power Supply:
The slat/flap drive motors are connected to three independent
power systems:
-
two hydraulic and
one electrical.
One slat-motor is electrical.
Technology
Fly-by-wire:
Orders are electrically send to the slat/flap drive motors and
brakes.
Digital technology:
Digital computers (SFCC) control and monitor the high lift
system.
Orders are calculated independently from two different
computer units and are only executed if they are in line with
each other.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0032
For training purposes only!
The leading edge high lift system has 2 droop nose and 6 slats
per wing. The trailing edge high lift system has 3 single slotted
flaps per wing. It is complemented by a move down (droop) of
the aileron surfaces.
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
High Lift System
HIGH LIFT SYSTEM
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0033
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
High Lift System
High Lift Devices
Two drooped nose devices are installed per wing (INBD wing)
due to improved aerodynamic performance (lift to drag ratio).
Six leading edge slats per wing (MIDBD & OUTBD wing).
For training purposes only!
DROOPED NOSE DEVICES:
Supported by hinged arms; driven by rotary actuators through
link & lever
SLATS:
Supported by curved tracks, which run on rollers; driven by
rotary actuators through rack & pinion
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0034
AIRBUS TRAINING
27 – Flight Controls
A380-800 General Familiarization
For training purposes only!
High Lift System
DROOPED NOSE
SLATS
LEADING EDGE HIGH LIFT DEVICES
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0035
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
High Lift System
Architecture
Arrangement:
The architecture of the slat and flap drive system is similar:
A Power Control Unit (PCU) in the fuselage operates a torque
shaft transmission system.
The transmission system distributes the power to the connected
rotary actuators.
The system is controlled and monitored by two Slat Flap Control
Computers (SFCC).
Power-off brakes at the PCU motor outputs are released to hold
the slats and flaps in their position when there is no drive order
from the SFCCs.
Additional power-off brakes (Wing Tip Brakes (WTB)) in the
wing tips can lock the system in failure cases. The WTB is
released when the SFCC sends a signal to the solenoids of the
WTB.
If one PCU motor is defective the remaining motor gives full
torque allowing continued system operation but at reduced
speed to the affected system (slats or flaps). The other system
operates at normal speed.
A single SFCC is capable of operating the slats PCU and the
flaps PCU.
Dispatch:
The aircraft can be dispatched with at least one defective slat or
flap control channel.
SFCC reset capability is possible from the cockpit.
Maintenance:
Wing Tip Brake (WTB):
When the solenoid (duplex) is de-energized (power-off) a servo
mechanism is triggered enabling a force to be applied to a
friction disc pack to engage the brake. On electrical signal from
the SFCC the brake releases and the transmission shafting is
free to rotate.
The high lift system is linked to the centralized maintenance
system.
Monitoring:
Position sensors at the PCUs and in the wing tips assisted by
proximity sensors give the system status. In case of a failure the
power-off brakes are released by the SFCCs.
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0036
For training purposes only!
Redundancy:
The power drive and the control systems are redundant.
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
High Lift System
SFCC: Slat Flap Control Computer
APPU: Asymmetry Position Pick-Off
FPPU: Feedback Position Pick-Off
For training purposes only!
WTB: Wing Tip Brake
FPPU
FPPU
SLAT / FLAP ARCHITECTURE
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0037
27 – Flight Controls
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
Indicating
© Airbus Training Center Hamburg
January /01/2004 – Scz
For training purposes only!
Basic flight control information is shown on the Primary Flight
Display (PFD) (characteristic speeds relative to the angle of
attack protection, side-slip indicator, control law status, loss of
the auto-trim function...).
The system status is shown on the flight control ECAM page
(surface positions, computers and actuators status...)
ATA 27 – Page 0038
AIRBUS TRAINING
27 – Flight Controls
A380-800 General Familiarization
For training purposes only!
Control and Indicating
PITCH TRIM
CONTROL SWITCH
RUDDER TRIM
CONTROL PANEL
COCKPIT CONTROLS AND INDICATING DEVICES
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0039
AIRBUS TRAINING
27 – Flight Controls
A380-800 General Familiarization
PITCH TRIM
NOSE DN
NOSE UP
RUDDER TRIM
PITCH TRIM AND RUDDER TRIM CONTROL SWITCHES
NOSE
S
F
3
UP
33.5 %
NOSE
DN
PFD WITH FLIGHT CONTROL STATUS INDICATION
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0040
For training purposes only!
Control and Indicating
AIRBUS TRAINING
27 – Flight Controls
Control and Indicating
T.O.
CONFIG
9 9
C/L
ENG
BLEED PRESS EL/AC
APU
COND DOOR EL/DC
CLEAR
UNDO
CLEAR
EWD
ABN
PROC
FUEL
A380-800 General Familiarization
EMER
CANC
HYD
C/B
ALL
WHEEL F/CTL
VIDEO
STS
MORE
RCL
CLEAR
SD
VIDEO
M
CA
OFF
BRT
ZONE
OFF
BRT
Yellow Hydraulic System
failed
For training purposes only!
Primary Flight Control
Computer failed
FLIGHT CONTROLS ECAM PAGE
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0041
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
27 – Flight Controls
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
January /01/2004 – Scz
ATA 27 – Page 0042
AIRBUS TRAINING
28
A380-800 General Familiarization
Fuel – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Storage .............................................................. 4
2.2 Distribution ....................................................... 12
2.3 Jettison............................................................. 28
3. Control and Indicating Description.......................... 30
3.1 Distribution System .......................................... 30
3.2 Jettison System................................................ 44
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – Lep
ATA 28 – Page 001
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Fuel System Introduction
1. General
Refuel/Defuel
The fuel system stores fuel in eleven tanks. It supplies fuel to
the engines and Auxiliary Power Unit (APU) and re-circulates
fuel to cool the oil of the Variable Frequency Generators
(VFGs). A vent and a surge tank is installed in each wing.
Fuel Feed
The refuel system is usually controlled automatically to give the
necessary pre-selected fuel load and correct distribution. The
refuel for each tank can be individually set from the refuel/defuel
control panel. The tanks can be defueled individually or
together.
The engines are supplied by their feed tanks through the related
fuel pumps. The APU is supplied from the engine 4 fuel supply
line. If the fuel pumps are not operated or the fuel pressure is
not sufficient an APU pump starts to supply the APU.
Jettison System
Main and Trim Transfer
Control and Monitoring
Fuel is automatically transferred from the inner, mid and outer
tank to the feed tanks through the refuel/transfer system. To
optimize the Center of Gravity (CG) of the aircraft in flight, the
fuel system controls the fuel distribution between the trim tank
and the wing tanks.
© Airbus Training Center Hamburg
An jettison system makes it possible to discard some of the fuel
in flight. An jettison operation is started manually from the
cockpit.
A fuel control and monitoring system monitors the fuel system
and reports fuel system failure to a central maintenance system.
June /01/2004 – Lep
ATA 28 – Page 002
For training purposes only!
Storage and Venting
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Fuel System Introduction
Engine
Supply
APU
Supply
Control
&
Monitoring
Main and Trim
Transfers
Refuel
Defuel
Jettison
GENERAL OVERVIEW
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 003
For training purposes only!
Storage
Venting
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Storage
Each wing also contains a surge tank and a vent tank. A
vent/surge tank is given in the right hand side of the horizontal
stabilizer.
2. System Description
2.1 Storage
The aircraft has eleven fuel tanks, two surge tanks and three
vent tanks. Five tanks in each wing (outer, outboard feed, inner,
mid and inboard feed) and one tank in the horizontal stabilizer,
named the ‘Trim Tank’. In each feed tank is a dedicated engine
feed collector cell.
The center tank installation is optional for the A380-800F and
standard for the A380-900.
When the center tank is not installed the total usable fuel
volume is 315,354 liters. With the center tank installed the total
usable fuel volume is 357,054 liters.
For training purposes only!
Tank
Fuel System Tank Masses (D = 785 kgm-3)
FUEL TANK MASS (KG)
TANK
Left Outer Tank
Feed Tank 1
Left Mid Tank
Left Inner Tank
Feed Tank 2
Center Tank
Feed Tank 3
Right Inner Tank
Right Mid Tank
Feed Tank 4
Right Outer Tank
Trim Tank
TOTAL
A380-800
7477
21175
28146
35571
22082
(not installed)
22082
35571
28146
21175
7477
18600
A380-800F
7477
21175
28146
35571
22082
32735*
22082
35571
28146
21175
7477
18600
A380-900
7477
21175
28146
35571
22082
32735
22082
35571
28146
21175
7477
18600
247502
280327*
280327
NB: Volume of center tank vent pipe not taken into account in specified left wing fuel tank masses.
* Center tank installed. Center tank installation is optional on A380-800F.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 004
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Storage
Vent
1700 ltr
Right Outer
10600 ltr
Trim
23700 ltr
Right Mid
38000 ltr
Surge
1500 ltr
Right Inner
46400 ltr
Feed 4
28400 ltr
Left Inner
46400 ltr
Feed 3
28500 ltr
Left Mid
38000 ltr
Left Outer
10600 ltr
Centre
41700 ltr
Feed 2
28500 ltr
Feed 1
28400 ltr
Surge
1500 ltr
Vent
1700 ltr
FUEL TANK CAPACITY
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 005
For training purposes only!
Vent
1700 ltr
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Storage
Tank (cont’d)
In the wings, we find the outer tanks, feed tanks 1 and 4, mid
tanks, inner tanks and feed tanks 2 and 3.
In the Trimmable Horizontal Stabilizer (THS) there is the trim
tank.
For training purposes only!
A vent tank is installed at each wing tip and on the right hand
side of the trim tank. The vent system is installed to prevent
damage to the wing structure if the refuel shut-off function not
operates.
A surge tank is installed inboard of each outer tank in the wing.
The wing surge tanks are temporary reservoirs for fuel that go
into the vent system. Fuel that is spilled into the vent or surge
tanks is returned into the wing tanks.
Fuel that goes into the trim vent tank is returned to the trim tank.
Access to the tanks is got through manhole panels.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 006
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Collector Cell 2
Storage
Center Tank
Feed Tank 2
Feed Tank 3
Collector Cell 4
Collector Cell 1
Feed Tank 1
For training purposes only!
Feed Tank 4
Surge Tank
Inner Tank
Collector Cell 3
Mid Tank
Outer Tank
Vent Tank
Trim Tank
Trim Vent Tank
TANK ARRANGEMENT
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 007
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Storage
Tank Venting
A vent system is particularly necessary during these operations:
-
-
-
refuel: when the air in a tank needs to be rapidly
expelled as the tank fills with fuel
If the pressure refueling shut-off not operates, unwanted fuel
can be discharged overboard through a NACA intake installed
in each vent tank.
defuel (suction): when the air in the tank needs to be
rapidly replaced as the tank is emptied of fuel
Inside the vent duct is a vent protector (flame arrestor) installed
which decreases the risk of a ground fire igniting the fuel tanks.
climb: to enable the rapid decrease in external
atmospheric air pressure to be emulated
in the tanks, to prevent them from expanding
descent: to enable the rapid increase in external
atmospheric air pressure to be emulated in the
tanks, to prevent them from contracting
A pressure relief device is installed in each vent tank to
protected the aircraft structure against over or under
pressurization if the vent protector (flame arrestor) is blocked.
A vent system also gives a means to safely discharge from the
aircraft, any fuel overflowing from the fuel tanks.
A vent system is a fully automatic mechanical system. There
are no manual controls and no electrical components.
Each tank is vented to keep the permitted structure pressure by
an open vent system connected to the atmosphere through the
vent tank.
Each wing tank release air through vent pipes connected to
their related vent tanks.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 008
For training purposes only!
-
The trim tank release air through vent pipes connected to the
related trim vent tank.
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Storage
LEFT VENT SUB-SYSTEM
RIGHT VENT SUB-SYSTEM
LEFT
OUTER
TANK
S
U
R
G
E
RIGHT
VENT
TANK
R
I
G
H
T
LE
F
T
FEED
TANK
1
LEFT
MID
TANK
LEFT
INNER
TANK
FEED
TANK
2
CENTRE
TANK
FEED
TANK
3
RIGHT
INNER
TANK
JET
PUMP
RIGHT
MID
TANK
FEED
TANK
4
S
U
R
G
E
RIGHT
OUTER
TANK
JET
PUMP
TRIM
VENT
TANK
KEY
VENT CONTROLLED BY
FLOAT VENT VALVE
TRIM VENT SUB-SYSTEM
TRIM
TANK
VENT PERMANENTLY OPEN
TANK VENTING SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 009
For training purposes only!
LEFT
VENT
TANK
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Storage
Indicating
An indication of the usable fuel quantity onboard the aircraft is
given by a primary fuel measurement sub-system. The primary
fuel measurement sub-system comprises in-tank capacitance
type sensors and the avionics computers of the FQMS. It
achieves the following:
-
measurement of usable fuel contained within each
individual fuel tank
measurement of usable fuel contained within each wing
surge tank
computation of the total usable fuel on-board the aircraft
detection of high and low fuel levels
detection of fuel in the wing vent tanks and trim vent/surge
tank.
© Airbus Training Center Hamburg
June /01/2004 – Lep
For training purposes only!
-
ATA 28 – Page 0010
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Storage
TANK INDICATING
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0011
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
Normal Operation
Outer Tanks:
The outer tanks are transfer tanks. As such the fuel held in
these tanks can be transferred inboard for engine supply or load
alleviation purposes. The fuel held in the outer tanks can also
be jettisoned overboard.
The storage of fuel in the outer tanks also offers wing-bending
relief. The Outer Tanks are filled to 50% of capacity or less on
the ground, whenever possible. This is because too much
weight at the outboard extremities of the wing can cause
excessive downward wing bending on the ground. As soon as
possible after take-off, fuel is transferred to the Outer Tanks to
fill them to 100% capacity. This is because the wings flex
upward during flight, the degree of which can be limited by
providing more weight at the outboard extremities. Just before
landing the fuel held in the Outer Tanks is transferred inboard to
until reduced to 50% of capacity, or less if necessary for engine
supply purposes.
Feed Tank 1(4):
Fuel held in feed tank 1(4) is used to supply fuel to engine 1(4)
and can be transferred to the outer tanks or aft to the trim tank.
Fuel held in feed tank (4) is used to supply fuel to the APU.
© Airbus Training Center Hamburg
Fuel is supplied to engine 1 (4) through the collector cell 1 (4).
This collector cell has non-return valves at the bottom to permit
fuel flow into but not out of the collector cell. Vent holes are
given at the junction of the collector cell with the wing top skin
for trapped air to escape, and for fuel to overspill into the feed
tank.
Feed Tank 2(3):
Fuel held in feed tank 2 (3) is used to supply fuel to engine 2(3)
and can be transferred to the outer tanks or aft to the trim tank
Fuel is supplied to engine 2 (3) through the collector cell 2 (3).
This collector cell has non-return valves at the bottom to permit
fuel flow into it but not out of the Collector Cell. Vent holes are
given at the junction of the Collector Cell with the wing top skin
for trapped air to escape, and for fuel to overspill into the feed
tank.
Mid Tanks:
The mid tanks are transfer tanks. As such the fuel held in these
tanks can be transferred to the feed tanks for engine feed
purposes, transferred to the outer tanks for load alleviation or
transferred aft for CG control. The fuel held in the mid tanks can
also be jettisoned overboard.
Inner Tanks:
The inner tanks are transfer tanks. As such the fuel held in
these tanks can be transferred to the feed tanks for engine
supply purposes, transferred to the outer tanks for load
alleviation or transferred aft for CG control. The fuel held in the
inner tanks can also be jettisoned overboard.
June /01/2004 – Lep
ATA 28 – Page 0012
For training purposes only!
2.2 Distribution
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
28 – Fuel
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0013
AIRBUS TRAINING
Distribution
Normal Operation (cont’d)
Trim Tank:
The Trim Tank is a transfer tank. As such the fuel held in this
tank can be transferred to the feed tanks for engine feed
purposes or transferred forward for CG control or ‘trim’ load
alleviation. The fuel held in the trim tank can also be jettisoned
overboard.
Center Tank:
The center tank is a transfer tank: As such the fuel held in this
tank can be transferred to the feed tanks for engine supply
purposes, transferred to the outer tanks for load alleviation or
transferred aft for CG control. The fuel held in the center tank
can also be jettisoned overboard.
Engine Supply
Each feed tank contains an integrated collector cell. In the
collector cell are a main pump and a standby pump. Usually
only the main pump operates, the standby pump is for
redundancy in the event that the main pump is inoperative. The
operating pump boosts the fuel in the collector cell above
ambient pressure (typically 25psig) and supplies it to the
engine. The fuel supply is boosted to keep a positive fuel supply
to the engine under all operating conditions. The system’s main
and standby pumps are activated/de-activated by pushbuttons
on the ‘FUEL’ part of the cockpit overhead panel and controlled
by aircraft wiring.
Each Feed Pump has two main LRUs, the pump canister and
pump element. The pump canister is mounted inside the fuel
tank on the bottom skin of the wing-box at the collector cell and
© Airbus Training Center Hamburg
A380-800 General Familiarization
the pump element contained inside. The two parts are
immersed in fuel. The design lets the pump element to be
removed from its canister without removal of the surrounding
fuel.
When the aircraft is on the ground the engine feed fuel pump
system can be used by maintenance personnel to aid defuelling
of the Feed Tanks or to transfer Feed Tank fuel to another tank
The system has a direct interface with the Crossfeed System
and the Engine LP Shut-off System. Each independent part of
the engine feed fuel pump system is coupled to an Engine Feed
Gallery through a crossfeed valve and to the corresponding
Engine Feed Pipe through an Engine LP valve. Opening of
crossfeed valves enables any engine to be fed by any other part
of the engine feed fuel pump system. When the aircraft is on the
ground it also enables the fuel in the feed tanks to transferred
around the aircraft and the feed tanks to be pressure defueled.
Opening of the engine LP valve lets fuel flow to the engine.
The engine LP fuel shut-off has four identical Engine LP valves,
one per engine, connected to the end of each part of the engine
feed fuel pump system (28-21-00). Each valve lets the fuel
supply to the related engine to be shut-off (in the event of an
engine fire for example) or provided for engine use. Each valve
is operated to the open or closed position by a related twin
motor actuator through a drive shaft.
Each Engine LP valve is manually controlled by related ENG
master lever and FIRE Push Buttons (P/B) on the cockpit
overhead panel.
The LP valve isolates the engine fuel supply when the ENGine
MASTER switch set to OFF or in case of fire when the ENGine
FIRE P/B is released out in the cockpit.
June /01/2004 – Lep
ATA 28 – Page 0014
For training purposes only!
28 – Fuel
AIRBUS TRAINING
LEFT LEFT
VENT OUTER
TANK TANK
ENG
ENG
Distribution
ENG
1
A380-800 General Familiarization
2
3
FEED TANK 2
FEED TANK 2
LEFT MID
TANK
RIGHT
MID
TANK
RIGHT
VENT
TANK
ENG
4
RIGHT
OUTER
TANK
G3
RIGHT
INNER
TANK
LEFT
INNER
TANK
LEFT
SURGE
TANK
FEED
TANK 1
Diffuser
Pump
APU
Refuel/Defuel Coupling
Valve (Inlet & Transfer)
FEED
RIGHT
TANK 4 SURGE
TANK
Valve (Refuel/ Defuel)
Air release valve. White line
represents discharge pipe.
Valve (Engine LP & Crossfeed)
Valve (APU Isolation, APU LP)
Valve (Jettison)
Check Valve with free flow in direction of
arrow head
DISTRIBUTION SYSTEM – OPERATION
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0015
For training purposes only!
28 – Fuel
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
The APU Fuel System supplies an adequate quantity of fuel to
the Auxiliary Power Unit (ATA 49), under all required operating
conditions. The system comprises an APU Feed Pipe, two
valves and a dedicated APU Pump. The valves are opened
when the APU requires fuel. The APU Pump is activated if there
is insufficient pressure to supply the APU.
An APU fuel pump pressure switch measures the pressure in
the crossfeed pipe. The engine fuel pumps usually supply the
fuel pressure necessary to start or keep the APU in operation.
But, if the fuel pumps are not operated or if the pressure in the
fuel pipe is not sufficient to operate the APU, the APU fuel
pump pressure switch starts the APU pump to supply the APU.
The APU feed pump has two main LRUs, a pump canister and
a pump element. The pump element is contained inside the
canister, a design that lets the pump element to be removed
from its canister without removal of any surrounding fuel
The APU fuel system has two valves that control the fuel supply
to the APU. These two valves are the APU fuel isolation valve
and the APU LP shut-off valve.
The APU fuel isolation valve prevents the APU supply pipe to
be pressurized when the APU is not in use.
The APU LP shut-off valve located at the rear end of the APU
fuel supply pipe isolates the fuel supply at the APU side.
The system has a direct interface with the engine feed fuel
pump system. The arm of the engine feed gallery pipe-work that
is routed to engine 4 has a ‘T-junction’ intersection that lets it to
be connected to the APU feed pipe. This interface permits feed
pump F4M (or F4S) to supply fuel to the APU (from feed tank
4). Hence APU pump operation should only be necessary when
feed pump F4M (or F4S) is unavailable.
The Auxiliary Power Unit (APU) supply system has a supply
pipe connected to the engine supply system.
© Airbus Training Center Hamburg
The valves close automatically when the aircraft is on ground,
the APU is operating and the fire protection system detects a
fire.
The valves close manually when:
- the APU MASTER SW is set to OFF.
- the APU FIRE P/B on the overhead panel is released out
- the APU FIRE SHUT-OFF switch on the power receptacle
panel is used.
June /01/2004 – Lep
ATA 28 – Page 0016
For training purposes only!
APU Supply System
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Distribution
CROSSFEED PIPE
X4
FEED TANK 4
SA
For training purposes only!
APU FEED
PUMP
APU PIPE
ISOLATION VALVE
FWD
APU FEED PIPE
LPA
APU LP VALVE
APU
APU SUPPLY SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0017
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
Crossfeed System
For training purposes only!
The cross-feed system has four identical cross-feed valves
connected to a cross-feed pipe; one for each part of the engine
feed fuel pump system. Normally the cross-feed valves are in
the closed position to permit independent engine feeding. If
necessary, cross-feed valves can be opened to interconnect the
parts of the engine supply fuel pump system. When the parts
are interconnected, the fuel in a feed tank can be used to
supply two or more engines. Each valve is operated to the open
or closed position by a related twin motor actuator through a
remote drive shaft.
Each cross-feed valve can be manually opened/closed by a
related push-button on the ‘FUEL’ part of the cockpit overhead
panel. They are controlled by aircraft wiring or the FQMS.
The cross-feed system lets each engine to be supplied from
each of the other feed tanks. It is used to correct fuel imbalance
between tanks or during gravity supply of the engines.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0018
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Distribution
ENG
ENG
3
2
FEED TANK 2
ENG
1
FEED TANK 2
LEFT MID
TANK
RIGHT
MID
TANK
ENG
4
RIGHT
OUTER
TANK
LEFT OUTER
TANK
For training purposes only!
GALLERY B
LEFT
VENT
TANK
GALLERY A
RIGHT
INNER
TANK
LEFT
INNER
TANK
FEED
TANK 1
LEFT
SURGE
TANK
Diffuser
Pump
APU
Refuel/Defuel Coupling
Valve (Inlet & Transfer)
FEED
TANK 4
Valve (Refuel/ Defuel)
Valve (Engine LP & Crossfeed)
Air Release Valve. (White line
represents discharge pipe.)
Valve (APU Isolation, APU
LP)
Valve (Jettison)
CROSSFEED SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
RIGHT
VENT
TANK
Check Valve with free flow in direction
of arrow head
ATA 28 – Page 0019
RIGHT
SURGE
TANK
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
Trim Transfers
INNER AND MID TANK TO OUTER TANK TRANSFER
The inner and mid tank to outer tank transfers are automatically
controlled by the Fuel Control and Monitoring Computer
(FCMC), in relation of the inner and mid tank fuel quantity. A
main transfer and a refuel gallery go from the left outer tank
through the left wing, the center wing box and the right wing to
the right outer tank. Two inner tank transfer pumps and two mid
tank transfer pumps, controlled from the cockpit fuel controlpanel, are used to move fuel from the inner and mid tanks to the
outer tanks through the main transfer and refuel galleries. An
outer tank inlet valve at the main transfer and the refuel gallery
independently controls the flow of fuel from the main transfer
and refuel galleries to the related outer tank.
OUTER TANK TO FEED TANKS TRANSFER
The outer to feed tank fuel transfers are automatically controlled
by the FCMC when the fuel quantity decreases in the feed tank.
They can be controlled from the cockpit fuel control-panel.
© Airbus Training Center Hamburg
The trim transfer system lets the trim tank to be used as a
means of fuel storage. It gives the means for fuel stored in the
trim tank to be transferred longitudinally aft or forward. Such fuel
transfers lets the aircraft’s longitudinal center of gravity (AXCG
or GWCG) to be controlled to an optimum aft bias. Such control
reduces the aircraft’s aerodynamic drag in cruise and thus gives
better fuel economy.
The trim transfer system has a trim pipe, isolation and inlet
valves and two identical trim tank transfer pumps. The trim Pipe
connects the trim tank to each refuel transfer gallery through a
trim pipe isolation valve. At the trim tank end, two trim tank inlet
valves are connected to the trim pipe and the two trim tank
transfer pumps are connected through a trim tank isolation
valve. Each valve is operated to the open or closed position by
a related motorized actuator through a drive shaft. The pumps
are operated by the application of the aircraft’s variable
frequency 115V 3-phase electrical power supply.
The system’s transfer pumps are started/stopped by pushbuttons on the ‘FUEL’ part of the cockpit overhead panel. Fuel
transfers to/from the trim tank are normally automatically
controlled by the FQMS through the aircraft wiring. A forward
transfer to the inner tanks can also be manually controlled by
means of a ‘T TK XFR TO INR’ push-button or a ‘T TK FEED’
toggle switch on the ‘FUEL’ part of the cockpit overhead panel.
June /01/2004 – Lep
ATA 28 – Page 0020
For training purposes only!
Fuel Transfers
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Distribution
3
2
FEED TANK 2
LEFT
OUTER
TANK
ENG
1
RIGHT
VENT
TANK
ENG
ENG
LEFT
VENT
TANK
FEED TANK 2
LEFT MID
TANK
RIGHT
MID
TANK
ENG
4
RIGHT
OUTER
TANK
For training purposes only!
GALLERY B
GALLERY A
RIGHT
INNER
TANK
LEFT
INNER
TANK
LEFT
SURGE
TANK
FEED
TANK 1
APU
Diffuser
Pump
Refuel/Defuel Coupling
Valve (Inlet & Transfer)
FEED
TANK 4
RIGHT
SURGE
TANK
Valve (Refuel/ Defuel)
Valve (Engine LP & Crossfeed)
Air Release Valve. (White line
represents discharge pipe.)
Valve (APU Isolation, APU
LP)
Valve (Jettison)
TRANSFER SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
Check Valve with free flow in direction
of arrow head
ATA 28 – Page 0021
AIRBUS TRAINING
Distribution
Refuel System / Defuel System
The Refuel/Defuel system enables these types of ground
operations:
Automatic Refuel: To replenish the aircraft’s fuel under the full
control of the FQMS.
Manual Refuel:
To replenish the aircraft’s fuel under operator
management (and FQMS control).
Pressure Defuel: To discharge the fuel onboard from the
aircraft under operator management (and
FQMS control), using the fuel system’s
pumps.
Suction Defuel:
To discharge the fuel onboard from the
aircraft under operator management (and
FQMS control), using an external suction
ground servicing device.
Automatic Ground Transfer:
To enable the fuel onboard the
aircraft to be moved between the fuel tanks
under the full control of the FQMS.
Manual Ground Transfer:
To enable the fuel onboard the
aircraft to be moved between the fuel tanks
under operator management (and FQMS
control).
Refuel System
Automatic refueling is the preferred method for replenishing the
aircraft’s fuel. In this mode the refuel upload is managed by the
FQMS. An automatic refuel can be initiated/terminated in the
cockpit or through the external refuel panel. An automatic refuel
determines which tanks are to receive fuel, when they are to
receive fuel and the quantity (or mass) they are to receive.
© Airbus Training Center Hamburg
A380-800 General Familiarization
A Refuel/Defuel coupling is installed between the engine
pylons, under the leading edge of the wing on the front spar
between slat track 6 and 7 (or between wing-box ribs 20 and
21). The coupling is situated approximately 5.9 meters from the
ground and 3 meters from the exhaust of engine 2.
Each refuel/defuel coupling has two adaptors let the aircraft to
be refueled through four hoses simultaneously.
An indication of the refuel status is given at each Refuel/Defuel
Coupling by means of a ‘Ready For Refuel’ lamp
A refuel isolation valve controls the fuel supply from the refuel
coupling to the refuel gallery.
The outer, mid and inner tank inlet valves control the flow of fuel
into the outer, mid and inner tank through the refuel diffusers.
The feed tank inlet valves independently control the flow of fuel
into the feed tanks through the refuel diffusers.
The flow of fuel into the trim tank is done through the trim pipe
isolation valve and the trim tank inlet valve.
To increase the rate of fuel flow into the inner, mid and outer
tanks, the refuel gallery is connected to the main transfer gallery
through an auxiliary refuel valve.
Manual refueling is the reversionary method for replenishing the
aircraft’s fuel. In this mode the fuel uplift is managed by the
operator and controlled by the FQMS. It can be used under
certain circumstances, when the refuel objectives cannot be met
by automatic mode. It can also be used if an operator requires
more flexibility from the refuel system. A manual refuel can be
initiated/terminated and managed via the external refuel panel
June /01/2004 – Lep
ATA 28 – Page 0022
For training purposes only!
28 – Fuel
AIRBUS TRAINING
28 – Fuel
Distribution
A380-800 General Familiarization
3
2
FEED TANK 2
LEFT
OUTER
TANK
ENG
1
RIGHT
VENT
TANK
ENG
ENG
FEED TANK 2
LEFT MID
TANK
RIGHT
MID
TANK
ENG
4
LEFT
VENT
TANK
RIGHT
OUTER
TANK
For training purposes only!
GALLERY B
GALLERY A
LEFT
INNER
TANK
LEFT
SURGE
TANK
FEED
TANK 1
RIGHT
INNER
TANK
Diffuser
Pump
APU
Refuel/Defuel Coupling
Valve (Inlet & Transfer)
FEED
TANK 4
RIGHT
SURGE
TANK
Valve (Refuel/ Defuel)
Air Release Valve. (White line
represents discharge pipe.)
Valve (Engine LP & Crossfeed)
Valve (APU Isolation, APU
LP)
Valve (Jettison)
Check Valve with free flow in direction
of arrow head
REFUEL/ DEFUEL SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0023
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
For training purposes only!
Defuel System
A Defuel function is given in order to discharge the fuel from the
aircraft (e.g. during certain maintenance procedures). In this
mode the fuel discharge is managed by the operator and
controlled by the FQMS . Defuel operations can be
initiated/terminated via the external refuel panel. A pressure
defuel is managed using the push-buttons on the ‘FUEL’ part of
the cockpit overhead panel. A suction defuel is managed using
the tank inlet valve switches on the external refuel panel.
Pressure defuel takes priority over suction defuel in that the
FQMS commands all tank inlet valves closed when any fuel
pump push-button is selected on panel. This is to avoid recirculation, which could cause a tank to overfill. The FQMS will
abort defuel mode if excess fuel enters the surge tank, to
prevent fuel spillage.
The defuel system uses the same valves and fuel lines as the
refuel system.
PRESSURE DEFUEL
To pressure defuel the tanks, the auxiliary refuel valve, the
cross-feed valves and the related isolation valves are used. The
main, stand-by and transfer pumps move the fuel into the main
transfer and refuel/defuel galleries to the refuel/defuel
couplings.
SUCTION DEFUEL
Suction defuel is done through the related tank inlet valves
controlled from the refuel/defuel panel in the defuel mode. The
fuel flows through the refuel/defuel and main transfer galleries
to the refuel/defuel couplings.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0024
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Access Panel 522GB
(and light 11QU1)
Access panel 622GB
(and light 11QU2)
ACCESS TO REFUEL/DEFUEL COUPLINGS
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0025
For training purposes only!
Distribution
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Distribution
An Automatic Ground Transfer function is given by the FQMS. It
enables the fuel stored on-board the aircraft to be moved (or redistributed) between the fuel tanks under the full control of the
FQMS, in order to achieve a specific target aircraft center of
gravity. An automatic ground transfer can be initiated/terminated
in the cockpit. In this mode the FQMS ensures that the fuel is
distributed amongst the aircraft’s fuel tanks such that:
-
the distribution is compatible with the fuel quantity
thresholds used within the fuel transfer function
lateral balance is maintained
the aircraft longitudinal center of gravity is as close as
possible to the Ground CG Target ,
no fuel tank is over filled.
Manual Ground Transfer capability is also given. In this mode
the fuel movement between tanks is managed by the operator
and controlled by the FQMS. It can be used to move fuel from
any tank to any tank. A manual ground transfer can be
initiated/terminated through the external refuel panel and
managed using the external refuel panel and ‘pump’ pushbuttons on the ‘FUEL’ part of the cockpit overhead panel ICP05.
Gravity transfer is possible from the outer tanks and the trim
tank.
Through the refuel/defuel panel and the cockpit panel selection,
fuel can be transferred from tank to tank but not to the trim tank.
Refuel/defuel isolation valves are closed. Pumps, inlet valves,
auxiliary refuel valves, inner and mid tank transfer valves and
cross-feed valves are used to operate the transfer.
The refuel/defuel gallery and the main transfer gallery can
supply the transfer.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0026
For training purposes only!
Ground Transfer System
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Distribution
REFUEL/DEFUEL PANEL
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0027
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Jettison
The Jettison System lets the aircraft’s gross weight (AGW) to be
rapidly reduced below the maximum landing weight (MLW) if it
is necessary. This is got by discarding fuel overboard, at a rate
of no less than 150,000 kg per hour (during normal operation).
The system is given to minimize the potential for an overweight
landing and the subsequent maintenance tasks that such a
landing entails. It is not necessary for certification reasons
relating to the performance of the aircraft. The system is
available on the ground post engine start and in flight. The
system is isolated from the engine supply sub-system, thus only
the fuel in the transfer tanks can be jettisoned.
Using pipe-work and equipment of the wing and trim transfer
systems, and auxiliary refuel valves of the refuel/defuel system,
the jettison system collects fuel from each transfer tank and
supplies it to convenient discharge points. The discharge points
are connected to the aft refuel/transfer gallery through two
jettison valves (one on each wing of the aircraft). Each fuel
discharge point comprises a pipe which is routed from the aft
refuel/transfer gallery under flap track fairing 5 to a point where
the risk of igniting the discharged fuel by hot gasses from the
engines is minimized. A nozzle is attached to the pipe end to
prevent possible ignition of fuel vapor due to electrical sparking.
© Airbus Training Center Hamburg
Once manually initiated through related ‘ARM’ and ‘ACTIVE’
push-buttons on the cockpit overhead panel, operation of the
jettison system is automatic. The jettison valves are controlled
by the FQMS through aircraft wiring. Fuel will be simultaneously
jettisoned from the outer, mid and inner tanks. If a center tank is
installed, any fuel will also be jettisoned from this tank. Any fuel
in the trim tank will be transferred forward prior to being
jettisoned. Fuel jettison will be automatically stopped (by the
FQMS) at a pre-defined fuel quantity or when the aircraft’s
gross weight is equal in value to a target previously set by the
crew. Fuel jettison can be manually stopped at any time, by the
crew deselecting either of the related pushbuttons.
The FUEL page of the ECAM display gives jettison system data
to the crew.
June /01/2004 – Lep
ATA 28 – Page 0028
For training purposes only!
2.3 Jettison
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Jettison
Fuel
Overboard
For training purposes only!
JETTISON
VALVE
Flap Track 5
J
JI
JETTISON SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0029
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating Description
3.1 Distribution System
ENGINE SUPPLY
FUEL TRANSFERS
Each fuel pump system is usually controlled manually from the
Push Buttons (P/Bs) on the cockpit fuel control-panel found on
the Overhead Panel (OHP) 1235VM. When no pressure is
available at the main pump, the related standby pump starts
automatically. Engine supply information is sent to the ECAM
FUEL page.
The fuel transfer is done usually automatically by the FCMC. If
necessary, the fuel transfer can be started manually from the
cockpit fuel control-panel.
The ENG MASTER switches are used to set the related Low
Pressure (LP) valves to the opened or closed position. In the
case of an engine fire, the operation of the FIRE P/B closes the
related LP valve that stops the fuel supply to the engine.
The LP valve position data is sent to the ECAM FUEL page.
TRIM TRANSFERS
The AFT fuel trim transfer is automatically controlled by the
FCMC and the status is shown on the ECAM.
CROSSFEED SYSTEM
The cross-feed valves are controlled automatically in case of
electrical emergency configuration or manually with the four
P/Bs X FEED 1 to X FEED 4 found on the cockpit fuel control
panel 1235VM . The cross-feed valve position is sent to the
ECAM FUEL page.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0030
For training purposes only!
Control
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Control and Indicating
1
2
CROSSFEED 1
CROSSFEED 2
CROSSFEED 3
OPEN
OPEN
CROSSFEED 4
ON
ON
OPEN
OPEN
3
FEED TK 2
FEED TK 3
FEED TK 1
MAIN
FEED TK 4
STBY
FAULT
OFF
L MID TK
FAULT
OFF
OFF
MAIN
STBY
MAIN
STBY
MAIN
STBY
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
OFF
L INR TK
AFT
FWD
FAULT
FAULT
OFF
OFF
FWD
FAULT
4
ON
ON
F
FAULT
OFF
U
E L OUTR TK
L FWD
For training purposes only!
H
Y
D
H
Y
D
R INR TK
AFT
FWD
FAULT
FAULT
OFF
OFF
TRIM TK
OUTR TK XFR
MID TK XFR
INR TK XFR
L
R
FAULT
FAULT
FAULT
FAULT
FAULT
MAN
MAN
MAN
OFF
OFF
R MID TK
F
OFF
U
E
R OUTR TK
FWD
L
AFT
FWD
AFT
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
TRIM TK XFR TRIM TK FEED
ISOL
FAULT
AUTO
FWD
OPEN
FUEL CONTROL PANEL – COCKPIT OVERHEAD PANEL
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0031
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Control (cont’d)
APU SUPPLY
The APU MASTER SW P/B is used to set the APU LP and the
APU fuel isolation valve to the open or closed position. The
START P/B starts the APU.
For training purposes only!
When an emergency situation (APU fire or emergency shut
down) occurs or if the Fuel Control and Monitoring Computers
(FCMCs) monitor an APU supply pipe damage, the APU pump
stops and the APU fuel isolation and APU shut-off valve are
closed.
The APU fuel isolation and APU shut-off valve close
automatically when the aircraft is on ground, the APU is on and
the fire protection system detects a fire.
The valves close manually when:
-
the APU MASTER SW is set to OFF.
the APU FIRE P/B on the overhead panel is released out
the APU SHUT-OFF switch on the power receptacle panel
is operated
the APU EMERGENCY SHUT DOWN switch on the
integrated refuel panel is operated.
The ECAM FUEL page shows the actual status of the APU
supply system.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0032
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
For training purposes only!
Control and Indicating
Part of
Control
Panel
1215VM
Part of Control Panel 1221VM
External
Power
Receptacle
FUEL CONTROL PANEL – COCKPIT OVERHEAD PANEL
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0033
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Control (cont’d)
DEFUEL SYSTEM
External to the aircraft, fuel system data related to ground
operations is shown on the Integrated Refuel Panel (IRP) and a
‘Ready for Refuel’ lamp is given at the refuel/defuel couplings.
On the IRP, these fuel system data is shown:
A defuel of the aircraft is controlled at the refuel/defuel panel
with a mode select rotary switch and a pre-select toggle switch.
the presence of any system condition/failure which prevents
the successful completion of an automatic refuel
the individual fuel mass in each tank
the total (actual) fuel mass on-board
the units of mass displayed (i.e. kg or lbs)
the pre-selected fuel quantity
the refuel mode status
A ground transfer of fuel is controlled at the refuel/defuel panel
with a mode select rotary switch and with the help of the fuel
pump system controlled manually from the Push Buttons (P/Bs)
on the cockpit fuel control-panel found on the Overhead Panel
(OHP) 1235VM
-
GROUND TRANSFER SYSTEM
REFUEL SYSTEM
Automatic or manual refuel is controlled at the refuel/defuel
panel with a mode select rotary switch and a pre-select toggle
switch.
Optionally an automatic refuel can be initiated from the cockpit.
For the pre-selection (block fuel) the refuel P/B on the
maintenance panel and the Multi Function Display is used.
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0034
For training purposes only!
INTEGRATED REFUEL PANEL
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
REFUEL/DEFUEL PANEL
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0035
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
28 – Fuel
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0036
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
BAT CHECK
REFUEL PUSH BUTTON ON THE PANEL 1255VM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0037
For training purposes only!
Optional
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Indicating
An indication of the usable fuel quantity onboard the aircraft is
provided by a primary fuel measurement sub-system. This subsystem achieves the following:
measurement of usable fuel contained in each individual fuel
tank:
-
computation of the total usable fuel on-board the aircraft
detection of high and low fuel levels
detection of fuel in the surge tanks
The sub-system uses traditional, proven methods to measure
and broadcast the amount of usable fuel in each tank.
Operation of the primary fuel measurement system is fully
automatic (by means of computer control) and can be used
when the aircraft is on the ground and when it is in flight. The
method fundamentally consists of determining the height and
volume of fuel in a given area (tank), determining the density of
the fuel, and then combining the two in order to obtain the fuel
mass quantity.
© Airbus Training Center Hamburg
In order to determine the height of fuel in a tank, probe type
sensors are vertically mounted at strategic locations. These
sensors are capable of signaling the degree of immersion in
fuel. The individual ‘fuel immersion’ signals are collected from
each sensor and passed to the FQMS computing function. The
computing function takes each signal and determines the height
of the upper fuel surface in a tank. The attitude of the upper fuel
surface is taken into account in this computation.
The geometry of each fuel tank is fixed during design and a
mathematical ‘tank model’ compiled. This model is stored within
the computing function.
Individual tank mass quantities (i.e. net mass quantities) are
computed by multiplying the net volume of fuel in a tank by the
fuel’s density.
June /01/2004 – Lep
ATA 28 – Page 0038
For training purposes only!
QUANTITY INDICATING
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Temperature
Sensor
Terminals
Control and Indicating
Capacitance Probe
Dual Temperature
Sensor
Probe
Compensator
Temperature Unit
Element 2
Electrical
Terminals
Harness
Strain
Relief
Clamp
Potted Cavity
Single
Temperature
Sensor
Element 1
Electrical
Terminals
Harness
Strain
Relief
Clamps
Sensor
QUANTITY INDICATING – COMPONENTS
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0039
For training purposes only!
Temperature
Sensing
Element
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Indicating (cont’d)
FUEL PROPERTIES MEASUREMENT
© Airbus Training Center Hamburg
June /01/2004 – Lep
For training purposes only!
In order to accurately gauge the fuel quantity in a tank, certain
properties of the fuel must be determined. These properties are
temperature, permittivity (or dielectric) and density. In order to
determine these properties during a fuel uplift, Fuel
Measurement Properties Units (FPMUs) are mounted at
strategic locations in the feed tanks 1, 2 and 3. Each FPMU
comprises a fuel density sensor (Densitometer) with integrated
temperature sensor and a fuel permittivity sensor (or
compensator) with integrated temperature sensor. The signals
from each of these sensors is passed to the Fuel Quantity
Management System (FQMS) computing function. The
computing function takes each signal and determines the
characteristic of the uplifted fuel. The ‘fuel characteristic’ is
subsequently used to infer the fuel density in those tanks where it
is not measured directly.
ATA 28 – Page 0040
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
Control and Indicating
Single
Temperature
Sensor
Compensator
Back Plate
Fuel
Delivery
Tube
Compensator
Wash-line
Assembly
Single
Temperature
Sensor
Single
Temperature
Sensor
Fuel Properties
Measurement Unit
Calibration
Assembly
Fuel Delivery Tube
Densitometer
Coil Electrical
Receptacle
(5 PIN)
FUEL PROPERTIES MEASUREMENT – COMPONENTS
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0041
For training purposes only!
Densitometer
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Indicating (cont’d)
ECAM PAGES
For training purposes only!
The fuel system sends continuously maintenance, operational
and status data for indication (and recording) purposes. The
majority of the data is given by the avionics of the Fuel Quantity
Management System (FQMS) communicated internal to the fuel
system.
Fuel On Board, Aircraft Gross Weight and Aircraft Longitudinal
Center of Gravity is permanently shown on the System Display
(SD). The SD also shows a FUEL synoptic diagram.
The synoptic diagram includes an indication of:
-
-
general fuel tank arrangement,
engine feed system (showing the engine pump system,
cross-feed system and engine low-pressure fuel shut-off
system),
the individual fuel mass in each tank and mass units (kg or
pounds),
the temperature of the fuel in certain tanks,
any fuel transfers in progress (transfer pumps, direction of
transfer and status),
any fuel jettison in progress
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0042
Control and Indicating
AIRBUS TRAINING
T.O.
T.
CONFIG
C
ON-
A380-800 General Familiarization
9 9
C/L
C/
ENG
EN
BLEED
B L E PRESS
P R E EL/AC
EL /
APU
AP
COND
C O N DOOR
D O O EL/DC
EL /
CLEAR
CL E
UNDO
UND
CLEAR
C
L E
EWD
VIDEO
VI D
ABN
AB
PROC
PRO
FUEL
F UE
EMER
E ME
CANC
CAN
HYD
HY
C/B
C/
ALL
AL
WHEEL
F/ C
WH E E F/CTL
STS
ST
MORE
MO R
RCL
RC
CLEAR
CL E
SD
VIDEO
CAM
CA
OFF
OF
BRT
BR
ZONE
Z ON
OFF
OF
BRT
BR
ECAM CONTROL PANEL AND FUEL PAGES
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0043
For training purposes only!
28 – Fuel
28 – Fuel
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.2 Jettison System
The system is started with two related guarded P/Bs, ARM and
ACTIVE, found on the cockpit overhead panel 1211 VM. The
output-rate is approximately 150,000 kg per hour.
© Airbus Training Center Hamburg
June /01/2004 – Lep
For training purposes only!
The system can be manually stopped by the crew through the
P/Bs, or automatically if the Fuel Control and Monitoring
Computer (FCMC) stops the operation at a pre-set final gross
weight.
The FUEL page of the ECAM display gives jettison system data
to the crew.
ATA 28 – Page 0044
AIRBUS TRAINING
28 – Fuel
A380-800 General Familiarization
For training purposes only!
Control and Indicating
OPEN
ON
ON
FLIGHT CONTROL – FUEL JETTISON SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0045
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
28 – Fuel
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Lep
ATA 28 – Page 0046
AIRBUS TRAINING
Hydraulic Power – Content
For training purposes only!
29
A380-800 General Familiarization
Page
1. General ................................................................... 2
2. System Description ................................................. 8
3. Control and Indicating Description ........................ 20
3.1 Control ............................................................. 20
3.2 Indication.......................................................... 20
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 29 – Page 001
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System Introduction
Novelties
With the introduction of the A380 the former blue hydraulic system is replaced by two electrical back-up systems, electrical
system 1 and 2, which are used for the flight controls for additional redundancy: Electrical Back-up Hydraulic Actuators
(EBHA) and Electro-Hydrostatic Actuators (EHA) (They are described in the ATA 27 chapter Flight Controls). Thus, four dissimilar power systems are available to operate the moving surfaces.
Reason to use EHA/EBHAs:
-
weight saving
redundancy improvement (two electrical systems replace
one hydraulic system)
The hydraulic system pressure is increased to 5000 psi. This
lets to a weight reduction of more than 1000 kg because of
smaller equipments and components.
Main components of the hydraulic systems are installed in the
pylons.
The reason for this:
-
no place in the belly fairing for hydraulic equipment
optimize Engine Driven Pumps (EDPs) function
eliminate all the high points between the reservoir and the
EDP
© Airbus Training Center Hamburg
The four EDPs can be declutched (irreversible in flight). This is
to:
- prevent damage to the EDPs in the case of hydraulic leakage
- let disconnect the EDPs in the case of “uncontrolled” fluid
overheat (requirement because of the fuel/hydraulic heat
exchangers)
- manually disconnect an EDP on ground for dispatch in accordance with the Master Minimum Equipment List (MMEL).
Because of the deleted blue hydraulic system the Ram Air Turbine (RAT) generates electrical power and no hydraulic power.
Thus, the RAT drives an electrical emergency generator, which
supplies emergency power.
Two fuel/hydraulic heat exchangers per circuit, one per pylon,
are installed. The reason for these heat exchangers are:
-
higher installed hydraulic power (800 kW versus 300 kW for
the A340-500/600)
hydraulic fluid reservoirs closer to EDPs
reduced pipe diameter (at constant power) → less natural
air cooling
current hydraulic fluid can be used without limitations
Metal bellow accumulators are used to damp hydraulic pressure
surge and to provide hydraulic flow in the case of high flow demand. Because of the high efficiency, the accumulators have a
reduced dimension.
June /01/2004 – SZu
ATA 29 – Page 002
For training purposes only!
1. General
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Hydraulic Power System Introduction
NOVELTIES / 2H/2E ARCHITECTURE
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 003
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System Introduction
Novelties (cont’d)
For training purposes only!
The EHAs and EBHAs, constituted by Electrical Motor Pumps
(EMPs) related to hydraulic reservoirs are the alternate energy
devices shown on the 2H/2E (two hydraulics / two electrical) architecture.
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 004
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Hydraulic Power System Introduction
NOVELITIES / EHA AND EBHA (cont’d)
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 005
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System Introduction
General
The hydraulic systems are the main power sources for the flight
controls and landing gears.
For training purposes only!
The A380 hydraulic system is divided into two independent circuits, the green and yellow system, providing the hydraulic
power used for flight actuators, landing gears, braking and
cargo doors. The hydraulic power is directly produced by hydraulic pumps (Engine Driven Pump (EDP)) in flight and Electric
Motor Pumps (EMP) on ground. Electric Alternate Current (AC)
constant frequency power is necessary on ground through the
Auxiliary Power Unit (APU) and / or ground carts for the EMPs.
The flight controls have electrical back-up through Electro Hydrostatic Actuators (EHA) and Electrical Back-up Hydraulic Actuators (EBHA) and electrical motors for slats and Trimmable
Horizontal Stabilizer Actuators (THSA).
Landing gear braking and steering systems have electrical
back-up power sources through a Local Electrical Hydraulic
Generation System (LEHGS).
Thus full aircraft controllability is insured by electrical power
sources in case of loss of hydraulic system.
The hydraulic generation system includes pumps, reservoirs,
heat exchangers, means to control fluid pressure, hydraulic
flow, fluid temperature, fluid cleanliness…
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 006
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
29 – Hydraulic Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 007
AIRBUS TRAINING
Hydraulic Power System
A380-800 General Familiarization
The green EMPs are automatically started for cargo door operation. The yellow EMPs are automatically started for Body Wheel
Steering (BWS).
2. System Description
The A380 hydraulic system is divided into two independent circuits, the green and yellow system.
Reservoir
Each system has its own pressurized reservoir. The reservoirs
are installed in the outboard pylons.
Engine Driven Pump
Each system has four EDPs, two on each engine, which keep a
system nominal pressure of 5000 PSI.
In flight the EDPs are permanently running. They are installed at
the accessory gearboxes of the engines
The four EDPs can be declutched (irreversible in flight).
The green electrical motor pumps are located in the inner pylon
of engine N° 2. The yellow electrical motor pumps are located in
the inner pylon of engine N° 3.
Accumulator
Each system has an accumulator to keep a constant pressure
during normal operation to cover transient demands.
The green hydraulic accumulator is installed in the left wing
landing-gear bay. The yellow hydraulic accumulator is installed
in the right body landing-gear bay.
The accumulators are pre-pressurized with Helium.
Hand Pump
A hand pump is used for manual operating of the cargo door
when electrical power is not available
Fire Shut-Off Valve
The fluid supply to each EDP is done through Fire Shut–Off
Valves (FSOV). One FSOV for two EDPs is installed on the
same gear box.
Pressure Monitoring
Pressure in the system is monitored by: Pressure switches,
which detect any abnormal pressure and pressure transmitter
for indications on the ECAM.
Electrical Motor Pump
Two Electrical Motor Pumps (EMP) for each system supply auxiliary hydraulic power on ground only.
The EMPs are de-energized in flight and only used on ground
when the engines are shutdown.
© Airbus Training Center Hamburg
Hydraulic System Monitoring Unit
Two Hydraulic System Monitoring Units (HSMU), one for the
green circuit and one for the yellow circuit, control and monitor
the hydraulic systems.
June /01/2004 – SZu
ATA 29 – Page 008
For training purposes only!
29 – Hydraulic Power
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
Hydraulic Power System
Green System
Yellow System
USERS
USERS
ACCUMULATOR
ENG 1
ENG 3
ENG 2
ELEC
PUMP
ELEC
PUMP
EDP A
ENG 1
FIRE
VALVE
GREEN
RESERVOIR
ENG 4
ELEC
PUMP
EDP B
EDP A
ENG 2
FIRE
VALVE
EDP B
HAND
PUMP
ELEC
PUMP
EDP A
ENG 3
FIRE
VALVE
EDP B
EDP A
EDP B
ENG 4
FIRE
VALVE
YELLOW
RESERVOIR
HYDRAULIC SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 009
For training purposes only!
ACCUMULATOR
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System
Electrical Back-up Systems
These aircraft systems can be powered by the electrical backup systems 1 and 2:
-
Engine n° 2 and n° 3 thrust reversers
medium aileron (left and right)
inboard aileron (left and right)
spoiler n° 5 (left and right)
spoiler n° 6 (left and right)
rudder - upper and lower
elevators (inboard and outboard)
slats
Trimmable Horizontal Stabilizer (THS) pitch trim
The electrical power for these systems can be supplied by the
engine generators 1 thru 4, the two APU generators or in case
of lost of the electrical power by the generator of the Ram Air
Turbine (RAT).
The Ram Air Turbine (RAT) is installed in the flap track fairing
n° 2 left hand. It will be deployed automatically at electrical
power lost or manually by pushing the RAT MAN ON push button in the cockpit on the emergency electrical power panel.
© Maintenance Training Center Hamburg
December /01/2003 – SZu
ATA 29– Page 010
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Hydraulic Power System
ELECTRICAL BACK-UP SYSTEMS
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0011
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System
Hydraulic Heat Exchanger
For training purposes only!
The hydraulic cooling system is made of a dual air-hydraulic
heat exchanger with a fuel-hydraulic heat exchanger for backup.
The green dual air-hydraulic heat exchanger is located in the
left flap track fairing N° 5. The yellow dual air-hydraulic heat exchanger is located in the right flap track fairing N° 5.
The green fuel-hydraulic heat exchanger is located in the left
outer pylon. The yellow fuel-hydraulic heat exchanger is located
in the right outer pylon.
Hydraulic Ground Service Panel
The Hydraulic Ground Service Panel is the same for the two
hydraulic circuits. It is located left side of the belly fairing.
The connections for the hydraulic ground carts operation are located:
-
for the green hydraulic ground coupling in the left inboard
pylon gutter fairing
for the yellow hydraulic ground coupling in the right inboard
pylon gutter fairing.
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0012
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
HP manifolds
with HP filters
Hydraulic Power System
Yellow System
EMPs
Fuel Heat Exchanger; (within pylon)
Reservoir and main generation components (within pylon)
2 Engine Driven Pumps
Air Heat Exchanger (within Flap Track Fairing N°5)
2 Electric Motor Pumps (within pylon)
Hydraulic Ground Connectors
2 Engine Driven Pumps
Fire shut-off
valve
Case drain
manifold
Filters
Hydraulic/Fuel cooler
Green System
Hydraulic Ground Service Panel (within belly fairing)
2 Engine Driven Pumps
Hydraulic Ground connectors
2 Electric Motor Pumps (within pylon)
Air Heat Exchanger (within Flap Track Fairing N°5)
2 Engine Driven Pump
Reservoir and main generation components (within pylon)
Fuel Heat Exchanger (within pylon)
Pressurization
Unit Air (PUA)
Green hydraulic
reservoir
Outer Pylon
Fire shut-off
HYDRAULIC SYSTEM / MAIN COMPONENT LOCATION
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0013
For training purposes only!
Inner Pylon
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
29 – Hydraulic Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0014
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
Hydraulic Power System
Yellow
Hydraulic Bay
For training purposes only!
Green Hydraulic
Bay
Forward
Flap PCU
ATA29/52 same
maintenance service panel
HYDRAULIC SYSTEM / MAIN COMPONENT LOCATION (CONT’D)
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0015
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System
Users
The basic functions of the hydraulic power generation and distribution system is to provide hydraulic consumers with the necessary amount of hydraulic flow and pressure to ensure:
-
all necessary flight control maneuvers in the complete flight
envelope: ATA 27
retraction and extension of Slats and Flaps: ATA 27
retraction and extension of Landing Gears and related
doors: ATA 32
wheel brake operation: ATA 32
nose wheel and body gear operation: ATA 32
cargo doors operation: ATA 52
GREEN SYSTEM USERS
The green hydraulic system gives power to the users listed on
the next page.
YELLOW SYSTEM USERS
The yellow hydraulic system gives power to the users listed on
the next page.
ELECTRICAL BACK-UP SYSTEM USERS
The electrical back-up systems 1 and 2 give power to the users
shown on the next page.
In the event of low pressure, priority supply is given to the primary flight controls and to the brakes through Priority Valves
(PV) and pressure maintaining valves. Large power consumers,
downstream of these valves, are isolated.
On the green system priority to the primary flight controls is
given through the two Priority Valves (PVs), which isolate the
wing and nose landing gear systems in the event of low hydraulic pressure.
On the yellow system priority to the primary flight controls is
given through the Priority Valve (PV), which isolates the body
landing gear systems and the Body Wheel Steering (BWS) in
the event of low hydraulic pressure.
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0016
For training purposes only!
The flight control primary supply is evenly divided between the
two hydraulic systems.
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
Hydraulic Power System
Electrical back-up system users
Users
For training purposes only!
Users
HYDRAULIC SYSTEM / USERS
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0017
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Hydraulic Power System
Monitoring
There are two Hydraulic System Monitoring Units (HSMU), one
for the green circuit and one for the yellow circuit. Each HSMU
is physically segregated into two routes that controls / monitors
different hydraulic functions.
-
For training purposes only!
The HSMU monitors the related circuit and gives these signals:
EDP low pressure, depressurization and disconnect status
hydraulic circuit low pressure
fluid temperature, system overheat
reservoir level indication
manual and automatic control of EMP
These information are shown on the ECAM display.
In case of HSMU failure, the hydraulic system remains available.
The HSMU gives Build-In Test Equipment (BITE) data to the
Onboard Maintenance System (OMS).
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0018
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
Hydraulic Power System
System Users
For training purposes only!
System Users
HYDRAULIC SYSTEM MONITORING UNIT
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0019
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
HYDRAULIC MAINTENANCE PANEL
3. Control and Indicating Description
The EMPs can be manually controlled by the P/Bs located on
the Hydraulic Maintenance Panel at the overhead panel.
3.1 Control
Note: The EMPs are automatically stop at engine start.
The hydraulic system controls are located on the Hydraulic Control Panel at the overhead panel.
3.2 Indication
The hydraulic system is fully automatic.
The two hydraulic systems are permanently monitored and are
linked to the OMS.
Each Pump (PMP) can be manually controlled by the Push Buttons P/B located on the Hydraulic Control Panel.
Each EDP can be depressurized and re-pressurized by individual P/B selection.
Each engine EDP set can be disconnected by a P/B (e.g. PMP
A+B DISC P/B) from the engine accessory gearbox:
-
to prevent the damage of the EDPs in case of hydraulic
leakage
in case of “uncontrolled” fluid overheating (requirement due
to fuel/hydraulic heat exchangers)
Disconnected EDPs can be reconnected only on ground by
maintenance task.
These information given by the HSMU are shown on the ECAM
System Display (SD):
-
the hydraulic fluid level in the tank
the movable index value associated to the fluid temperature
the overheat messages of the tank and engine pump case
drain
the shut-off valves status.
The ECAM SD receives information from other hydraulic generation system equipment that lets display:
-
the fluid pressure and circuit status
the EDPs status
the EMPs status
A failure causes warning and cautions displayed to the flight
crew on the ECAM Hydraulic System page.
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0020
For training purposes only!
HYDRAULIC CONTROL PANEL
AIRBUS TRAINING
29 – Hydraulic Power
A380-800 General Familiarization
Control and Indicating
Hydraulic Maintenance Panel
HYD
A
U
T
O
FAULT
ON
ELEC PMP A
ELEC PMP B
ELEC PMP A
A
U
T
O
OFF
A
U
T
O
FAULT
ON
YELLOW
OFF
ELEC PMP B
A
U
T
O
FAULT
ON
OFF
FAULT
ON
For training purposes only!
GREEN
OFF
ECAM System Display
Hydraulic Control Panel
GREEN
H
Y
D
PMP A
FAULT
OFF
ENG 1
PMP
A+B
DISC
YELLOW
PMP B
PMP A
FAULT
FAULT
OFF
OFF
ENG 2
PMP A+B
DISC
PMP B
PMP A
FAULT
FAULT
OFF
OFF
ENG 3
PMP A+B
DISC
PMP B
PMP A
FAULT
FAULT
OFF
OFF
ENG 4
PMP A+B
DISC
FAULT
FAULT
FAULT
FAULT
DISC
DISC
DISC
DISC
PMP B
FAULT
OFF
H
Y
D
HYDRAULIC CONTROL PANELS
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
29 – Hydraulic Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0022
29 – Hydraulic Power
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
ECAM HYDRAULIC SYSTEM PAGE
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0023
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
29 – Hydraulic Power
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – SZu
ATA 29 – Page 0024
AIRBUS TRAINING
Ice and Rain Protection – Content
For training purposes only
30
A380-800 General Familiarization
Page
General..................................................................... 2
System Description................................................... 4
2.1 Ice Protection ...................................................... 4
2.2 Rain Protection.................................................. 16
3. Control and Indicating............................................. 18
3.1 Anti-Ice System Indicating................................. 18
3.2 Anti-Ice System Control .................................... 18
3.3 Rain Protection Control ..................................... 20
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 001
AIRBUS TRAINING
A380-800 General Familiarization
Ice and Rain Protection Introduction
1. General
The system permits unrestricted operation of the aircraft in icing
conditions and heavy rain.
Ice protection is given by hot air or electrical heating of critical
areas of the aircraft.
For training purposes only
Rain protection is given by windscreen wipers.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 002
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
For training purposes only!
Ice and Rain Protection Introduction
CONTROL
AND
INDICATING
ICE AND RAIN PROTECTION / GENERAL
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 003
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
2. System Description
Anti Ice control Unit (AICU)
The AICU controls and monitors the cockpit windows anti icing
and defogging system, the automatic and manual engine air
intake ice protection and wing ice protection.
They receive icing condition indication from the ice detectors.
They are connected to the ECAM and to the Onboard
Maintenance System (OMS).
Two AICUs are installed. Each one is a dual channel controller.
Automatic Mode operation
After thrust reduction and until landing (engine not in Max, Flex
or De-rated Take Off mode), Nacelle Anti Ice (NAI) and Wing
Anti Ice (WAI) activation/ deactivation are based on ice detector
information. Further operation on WING or ENG A. ICE P/B
does not have any effect on ice protection system operation.
WING and ENG A. ICE P/B are then used as indicating lights
only.
As soon as icing conditions are detected, engine 1,2,3 and 4 ice
protection systems are automatically set to ON. The ON caption
of the engine anti ice P/B comes on and ENG A. ICE memo is
shown on the EWD.
On ground and in flight until the engine thrust is reduced after
T/O and initial climb, the ice protection systems automatic
control is inhibited. This is intended to prevent modification of
engine bleed air configuration which could lead to unexpected
thrust reduction or Exhaust Gas Temperature (EGT)
exceedance during that part of flight.
When severe icing conditions are detected, which correspond to
seven elementary detection, the wing ice protection system is
automatically set to ON. The ON caption of the wing anti ice P/B
comes on and WING A. ICE memo is shown on the EWD.
When icing conditions are no longer detected for more than 190
seconds, ice protection systems are automatically got OFF.
During that initial part of flight (from engine start to thrust
reduction after take off), ice protection systems have to be
operated as on aircraft without automatic control. Ice protection
systems have to be set before take off by using the applicable
Push Buttons (P/B)s with application of related performance
penalties as recommended in the Flight Manual (FM).
Manual mode operation is available in all flight phase by
releasing the AUTO MODE P/B.
© Airbus Training Center Hamburg
When manual mode is set by the crew, the engine and wing ice
protection systems order is started as it was ordered by the
automatic mode previously to manual mode selection.
June/01/2004 – PSS
ATA – 30 Page 004
For training purposes only!
2.1 Ice Protection
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Ice Protection
FAULT
FAULT
OFF
OFF
FAULT
FAULT FAULT
ON
FAULT
ON
ON
WAIV
RO-LO
IOM 1
NAIV2
IOM 2
IOM 7
ON
FAULT
ON
ON
NAIV1
NAIV4
IOM 8
FAULT FAULT
ON
FAULT
IOM 4
IOM 3
WAIV
RI-LI
NAIV3
IOM 5
IOM 6
ON
ON
FAULT
ON
WAIV
RO-LO
IOM 1
WAIV
RI-LI
IOM 2
IOM 7
IOM 8
IOM 3
IOM 4
IOM 5
IOM 6
AFDX
AFDX
NAIV1
CDS
FWS
SCI
NAIV2
NAIV3
NAIV4
EEC
ADIRU
CDS
ADIRU
FWS
SCI
EEC
Engine Alliance Engine
Rolls-Royce Engine
ANTI ICE SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 005
For training purposes only!
FAULT
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Ice Detection System
The primary automatic ice detection system is given to control
through the Anti Ice Control Units (AICUs) the nacelle and wing
anti-ice systems when icing condition or dangerous icing
conditions are detected. It also stops the systems when the
aircraft is no longer in icing conditions. It uses two fuselageattached ice detectors to sense icing.
For training purposes only!
An automatic control unit is installed to set anti-ice air to on if ice
is detected.
The system includes fault detection.
The crew can override the automatic control to turn the anti-ice
systems ON or OFF.
Two visual lighted icing indicators are installed between the two
windshields on windshield frame to give to the crew visual
indication of icing conditions.
A system is given to detect the presence of ice, frost, snow or
other contamination during ground operation and is shown to
the pilot when ground de-icing is necessary.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 006
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Electrical
Connector
Electronic
Element
For training purposes only!
Ice Detector
Strut
Assembly
Sensing Element
Visual lighted icing
ICE DETECTORS AND INDICATION
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 007
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Wing Anti-Ice System
Protection is given for the outboard slats number 4.
Hot air is supplied from the pneumatic system to each wing and
distributed to each slat on each wing through two Wing Anti-Ice
shut-off/pressure-reducing Valves (WAIV).
For training purposes only!
During WAI operation only one valve is operated at a time and
the other is used as a back-up. The back-up valve change at
each flight.
The valves can be opened or closed manually.
On ground, selection of wing anti-ice starts a test sequence
which opens the valves for a short time.
The valves then close automatically to prevent slats
overheating.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 008
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Ice Protection
ENG3
Telescopic duct
Inner
ENG4
A–A
Metering Orifice
Piccolo tube
Outer
Pylon
Pylon
Slat 4
Fixed
WAIV 4
WAI ducting
RH X-feed Valve
For training purposes only!
WAIV 3
Leading
Edge
Overheat Detection Loop
Auto
AICU
Other Systems
30-42
Bleed ducting
Man
∅
P
P
∅
A–A
Slat Section
WING ANTI-ICE SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 009
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Nacelle Anti-Ice System
Protection is given for the engine air intakes.
Hot air is taken directly from the intermediate pressure
compressor stage.
© Airbus Training Center Hamburg
June/01/2004 – PSS
For training purposes only!
It is ducted through an engine anti-ice shut-off valve to the
protected area. The valve can be set to open from an ENGINE
ANTI-ICE Push Button (P/B), in flight as well as on ground.
ATA – 30 Page 0010
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Nacelle
Anti-ice
area
BAT CHECK
1262 VU
SDF
1
SDF
3
FM
1
BCRU
ESS
FM
3
GCU
1
BCRU
1
FQMS
1
BCS
1
BCS
3
CIDS
1
CIDS
3
ANSU
1
S
1
F
1
AESS
1
FWF
1
DSMCU
1
DSMCU
3
AICU
1
ATC
1
EIPM
2
EIPM
4
CMV
1
For training purposes only!
OIS DATA
TO AVNCS
S
DISC
DISC
DISC
ENGINE AIR INTAKE
ANTI-ICE VALVE
DISC
CAUTION
WARNING
FLT REST
UPPER
MAIN
PURS
UPPER
DECK
MAIN
LOWER
LOGIC
SECURITY
0
-400
-800
-1500
800
1200
2500
ECAM
NACELLE ANTI-ICE SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0011
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Cockpit Window Heating
Protection is given for all probes (pitot, static, angle of attack
and total air temperature).
Three probe heat systems (one for CAPT probes, one for F/O
probes and one for STBY probes) independently monitor,
control and regulate the heaters.
They are also connected to the ECAM and to the OMS.
The probe ice protection system operates as an anti-icing
system. This means that protection is supplied to the sensors
prior the icing conditions come up.
When engines are not running, the sensor heating system is not
started. In this configuration, the system operation can be
manually controlled by a P/B switch installed in the cockpit.
Protection is given for left and right front windshields (fogging
and icing), left and right sliding side windows and fixed side
windows (fogging).
The system is divided in two sub-systems left and right. Each
sub-system includes one windshield, one sliding window and
one fixed window and is connected to one AICU. Two window
heat systems (one for each side) independently monitor, control
and regulate the heaters.
They are connected to the ECAM and to the onboard
maintenance system.
Controlled heating is given when an engine is running or when
the selection is made on the control panel.
Each window is controlled separately.
The system is automatically started at first engine start-up.
The Total Air Temperature (TAT) probe is heated in flight only
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0012
For training purposes only!
Probes Heating
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Ice Protection
AC and DC power
AFDX Network
Fixed window
AICU
LRM
IOM(tbd
Side 1
Windshield
Arinc
PITOT
Static2
Static1
A
F
D
X
S
wi
AC and DC power
AICU
LRM
IOM(tbd
Sliding window
Arinc
Windshield
PITOT
28v bus 2
Static2
Static1
AFDX
ON
LGCIUF, EIU, CMS,
FWS, ADIRU, CDS, ...
Side 2
Fixed window
Probe &
window
Control panel
AICU : Anti Ice Control Unit
Power link
Discrete / analog link
PROBES AND COCKPIT WINDOW HEATING
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0013
For training purposes only!
A
A
F
F
D
D
X
X
S
S
wi
wi
Sliding window
28v - 1
and Ess
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Ice Protection
Waste Water Lines/Drain Mast Heating
The Ice Protection Control Unit (IPCU) evaluates the
temperatures, measured by temperature sensors, and controls
and monitors the heating elements of the:
potable / waste water lines
service panels
potable water tanks
drain mast and valves.
© Airbus Training Center Hamburg
For training purposes only!
-
June/01/2004 – PSS
ATA – 30 Page 0014
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Ice Protection
IPCU
Power
Supply
Interface
PCB
PCB
PCB
CAN-Bus
AFDX
CIDS
OMS
FAP
32 Heater Circuits
Landing
Gear
Option
Cargo Compartment
Drainage
Cold Weather
Lower Deck Facility
Humidification
Provision Water Tank
Fill/Drain Valve
Nipple Drain Fill
Overflow and Flush
Water Pipes
(Heating Tapes)
Drain Mast
WASTE WATER LINES/DRAIN MAST HEATING
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0015
For training purposes only!
IPCU: Ice Protection Control Unit
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Rain Protection
2.2 Rain Protection
Windshield Rain Removal
-
taxiing,
take off,
holding,
approach,
landing.
The park position of the wipers is outside of visibility area with
the wiper blades just lifted from the windshield surface (on the
lift & rest block and on the rest block) to prevent sand and dust
accumulation which could cause scratching of the windshield.
If installed, the optional rain-repellent system can be used to
apply on the windshield an hydrophobic solution coating. This
coating bonds to the glass and supplements the windshield
wipers.
The windshield wiper system has two sub-systems, one for the
left (Captain) windshield and one for the right (First Officer)
windshield.
The two wipers are independently operated through two-speeds
(high speed and slow speed) electric motors controlled by the
wiper control switches installed on cockpit panels (Captain:
1211-VM ; First Officer: 1212-VM).
Each sub-system includes these components:
-
motor (brush less) / converter
wiper arm
wiper blade
lift and rest block
rest block
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0016
For training purposes only!
The windshield wipers system removes rain from the two
windshield panels during these aircraft configuration scenarios:
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Rain Protection
Spray Nozzle
Solenoid Valve
Solenoid Valve
Purge Check
Valves
Gage
Assy
send Low
Level to
ECAM
Rain
Repellent
Fluid Can
Test
Check
Valve
WIPER
OFF
SLOW
Rain
Repellent
Blow Out
Reservoir
FAST
Captain CP 1211-VM
RAIN PROTECTION
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0017
For training purposes only!
Windshield
AIRBUS TRAINING
A380-800 General Familiarization
illumination of the FAULT caption on the WING or ENG A.
ICE P/Bs, indicating a disagree between the command and
valve position monitored by the system
illumination of the FAULT caption on the AUTO MODE P/B,
indicating a failure of the controllers commanding the ice
protection systems
aural and visual warning on Flight Warning System (FWS)
MASTER CAUTION light
warning message and related procedure on the E/WD
information on the SD BLEED and STATUS pages
Control and Indicating
-
3. Control and Indicating
-
3.1 Anti-Ice System Indicating
-
System indications are given on the cockpit overhead panel and
on the CDS displays.
-
Indication of the system mode is given by :
On ground, as engine anti ice valves are mechanically open
when no muscle pressure is available (engines not running), the
ENG A.ICE P/BSW is lighted with the FAULT legend as long as
the engine anti ice is not commanded OPEN or the engines are
started.
The WAI valves are closed by default on ground.
-
The OFF light on the AUTO MODE Push Button (P/B)
Indication that the engine anti icing (Nacelle Anti-Icing (NAI))
system is ON is given in auto and manual modes by:
-
the ENG A. ICE memo on E/WD when in automatic mode
the MAN ENG A. ICE memo on E/WD when in manual
mode
illumination of the ON caption on the engine anti ice P/B.
3.2 Anti-Ice System Control
Two operating modes are available during all flight phases :
Indication that the Wing Anti Icing (WAI) system is ON is given
in auto and manual modes by:
-
the WING A. ICE memo on E/WD when in automatic mode
the MAN WING A. ICE memo on E/WD when in manual
mode
illumination of the ON caption on wing anti ice P/B
the ANTI ICE legend and anti ice valve symbols (triangle
symbols) on the System Display (SD) BLEED page.
Indication of ice protection systems status is given in auto and
manual modes by:
© Airbus Training Center Hamburg
-
an AUTOMATIC Mode
a MANUAL Mode
The automatic mode is the normal operating mode of the
aircraft.
To release the AUTO MODE P/B will switch from automatic to
manual mode. Indication of manual mode selection is done by
illumination of the OFF light on the AUTO MODE P/B.
A pre-flight check of the AUTO MODE P/B position is necessary
in order to confirm which mode is operative.
June/01/2004 – PSS
ATA – 30 Page 0018
For training purposes only!
30 – Ice and Rain Protection
AIRBUS TRAINING
30 – Ice and Rain Protection
A380-800 General Familiarization
Control and Indicating
1215VM
0
-800
-1500
800
1200
2500
BLEED
PACK 1
PACK 2
RAM AIR
12
-8
A
ACM B
120 °C 150
1 HOT AIR 2
A
120
ACM B
°C 300
WING
A-ICE
CTL
1 2
WING
A-ICE
44
170
PSI
°C
46
180
42
190
PSI
°C
24
180
APU
IP
HP
ANTI ICE CONTROL
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0019
For training purposes only!
-400
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.3 Rain Protection Control
Two wiper control switches are found on the overhead panel
(one for Captain, one for the First Officer) which can have these
positions:
SLOW operation (83 cycles/min)
FAST operation (125 cycles/min)
WIPER OFF (parking and stop position)
For training purposes only!
-
The Rain Repellent (RAIN RPLNT) push buttons (one for the
Captain, one for the F/O) can be used in the case of heavy rain,
to apply rain repellent on the Captain or F/O windshield as
necessary.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0020
30 – Ice and Rain Protection
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
RAIN PROTECTION CONTROL
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
30 – Ice and Rain Protection
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA – 30 Page 0022
AIRBUS TRAINING
31
A380-800 General Familiarization
Indicating/Recording Systems – Content
Chapter
Page
1. General..................................................................... 2
2. System Description................................................... 6
2.1 Control and Display System (CDS)..................... 6
2.2 Flight Warning System ...................................... 32
2.3 Digital Flight Data Recording Systems.............. 46
2.4 Video Surveillance ............................................ 48
3. Control and Indicating............................................. 50
3.1 Digital Flight Data Recording ............................ 50
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 001
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
importance of flight safety (e.g. airport navigation, collision
avoidance, etc.).
Indicating/Recording Systems
1. General
In general the indicating and recording systems:
display (→ indicating), or
store (→ recording), all related flight parameters and
permit interactions of the flight and the maintenance crew to
control different aircraft systems.
For training purposes only!
-
The indicating/recording system has three main systems:
-
the Control and Display System (CDS), which is linked to
the Flight Warning Function (FWF) and
the Digital Flight Data Recording System (DFDR)
Cockpit Layout
The A380 cockpit layout philosophy is, to control the aircraft by
two crewmembers, to do these main tasks:
- fly
- navigate
- communicate
- monitor systems
Also the easy access to different maintenance and life cycle
data is given (see On Board Maintenance System, OMS, ATA45).
The cockpit layout is based on known general layout
philosophies from Single Aisle and Long Range Aircraft (lights
out philosophy, fly by wire, side sticks etc.) and is increased by
some new aspects that reflect the usage of new technologies
(e.g. Ethernet network) and take into consideration the specific
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 002
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Indicating/Recording Systems
Glareshield Panel
Main Instrument Panel
Side Consoles
with
Side Sticks
Side Consoles
with
Side Sticks
Central Pedestal
COCKPIT LAYOUT
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 003
For training purposes only!
Overhead Panel
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Indicating/Recording Systems
Lights Out Philosophy / Dark Cockpit
In normal flight configuration (all systems “normally” operating,
no failure), all lights are out. This lights configuration gives to
the cockpit crew the information that “all systems work
correctly”.
For training purposes only!
The appearance of failure indications are explained in the part
“Flight Warning Function”.
Push Button principle
In general a system is started by a Push Button (P/B), pressed
in. If the system works under normal conditions, no P/B light is
on (Æ “lights out philosophy”).
When a failure of this system occurs, a lamp in the P/B comes
on and e.g. FAULT can be read.
To confirm this failure and switch off the defective system, the
P/B is pressed and by this released out. The defective system is
switched off, and this is shown on the P/B (e.g. “OFF” legend
comes on).
Colour Philosophy
Different colors are given for specific conditions, so it is easy for
the crew to identify e.g. the priority of failures.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 004
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Indicating/Recording Systems
COLOR PHILOSOPHY
FAULT
OFF
FAULT
OFF
FAULT
OFF
Pressed In
No Lights
System In Operation
Correct Operation
Pressed In
Fault Light On
System In Operation
Incorrect Operation
Released Out
OFF Light is on
System Operation
Stopped
FAULT
• •
FAULT
OFF/R
FAULT
OFF/R
AVAIL
AUTO
AVAIL
ON
Red is used for a failure where a
procedure by the crew is
immediately necessary.
Amber is used for a failure, which
must be known by the crew but no
procedure is immediately necessary.
White is used to show a P/B in an
abnormal position or maintenance
operation.
Green is used to show the
normal operation of a back-up
system
Blue is used to show a
normal operation of a
temporarily used system.
PHILOSOPHIES
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 005
For training purposes only!
PUSH BUTTON PRINCIPLE
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
2. System Description
The CDS is an avionics system connected with most of the
aircraft system computers and avionics applications to do the
Electronic Flight Instrument System (EFIS) and Electronic
Centralized Aircraft Monitoring (ECAM) functions.
KBD. The same with the KBD functions, which are also given by
the CCD. The crew is able to:
The CDS consists of 8 identical and interchangeable Liquid
Crystal Display (LCD) Display Units (DUs) with video function,
and interactive functions through the use of two Keyboard and
Cursor Control Units (KCCU).
-
-
select or choose the information, the function displayed on a
DU
select on which DU he wants to interact
launch commands of the interfaced system
transmit some values to the systems by typing them.
The Display Units (DUs) show these formats:
-
2 PFDs (Primary Flight Display)
2 NDs (Navigation Display) with VD (Vertical Display)
2 MFDs (Multi Function Display)
1 E/WD (Engine/Warning Display)
1 SD (System Display)
and are completed by
-
2 KCCUs (Keyboard and Cursor Control Unit)
The two KCCUs are multifunction control devices, one for each
pilot. The KCCU has two completely isolated parts, a cursor
control device (CCD) part and a keyboard (KBD) part. All the
basic functions given by the CCD part are given also by the
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 006
For training purposes only!
2.1 Control and Display System (CDS)
AIRBUS TRAINING
31 – Indicating/Recording
Control and Display System
A380-800 General Familiarization
Back-Up CCD
Functional
Short cuts
8 identical potentially interactive Display Units (DUs)
Alphabetic
QWERTY
Pad
Wheel
CCD
Numerical
Pad
Screen
Cursor
Allocation
CDS Components: DUs and KCCUs
Validation Button
Spare Keys
Track-Ball
Keyboard and Cursor Control Unit (KCCU)
CDS COMPONENTS / DUs AND KCCUs
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 007
For training purposes only!
KBD
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
Each DU of the CDS is connected to an Avionics Full-DuplexSwitched Ethernet (AFDX) network (see ATA 42). Flight and
system data is given from different Integrated Modular Avionics
(IMA) modules and aircraft system computers through the
AFDX to the CDS.
For training purposes only!
A lot of the classic Line Replaceable Units (LRUs) are replaced
through an avionics application, which is part of one or more
IMA modules connected to the AFDX. The Avionics Data
Communication Network (ADCN) uses the AFDX technology
which sends the data transmitted by each network subscriber
(e.g. IMA modules) to one or more other subscribers (IMA
modules or other computers).
The DUs receive data also from some systems such as the Air
Data Inertial Reference System (ADIRS) and Flight Warning
Function 1 (FWF1) directly through ARINC 429 busses if the
complete AFDX is inoperative. The FWF1 and 2 are located on
IMA modules.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 008
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
CCD/Keyboard
EFIS CP
*L1
Video input
* L2
* C1
* L3
C2
R2
R1
L3
*Emergency
supply
AFDX
CMV
FMS
ATC
I/O
modules
ADIRU
MMR
Examples of AFDX Systems
ARINC 429
RA
CDS ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 009
For training purposes only!
CAN
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
CDS principles
The CDS gives to the flight crew with interactive display
resources these functions:
The CDS has these functions:
Electronic Flight Instrument System (EFIS):
PFD (Primary Flight Display)
ND (Navigation Display)
VD (Vertical Display)
-
Electronic Centralized Aircraft Monitor (ECAM) linked to the
Flight Warning function:
-
engines parameters display
normal and abnormal procedures display
aircraft status and limitations if any after systems failures
System synoptic
Flight Control Unit (FCU) back-up
-
Auto Flight System (AFS) part
Captain and F/O EFIS control panel
FMS pages on Multi Function Display (MFD)
Interactivity through ND
Air Traffic Control (ATC):
-
ATC mail box
ATC pages on MFD
Aircraft Environment Surveillance System (AESS)
-
Controls settings page
Status page
Video systems through the CMV (Concentrator and multiplex
or for Video)
Airport Navigation
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0010
For training purposes only!
-
Flight Management
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
ECAM
ND CPT
ND F/O
PFD F/O
PFD CPT
EFIS
CPT
MFD CPT
AESS: Aircraft Environment
Surveillance System
ECAM: Electronic Centralized Aircraft
Monitoring
ECP: ECAM Control Panel
EFIS: Electronic Flight Instrument
System
KCCU: Keyboard and Cursor Control
Unit
MFD: Multi Function Display
EFIS
F/O
VD
VD
MFD F/O
KCCU
KCCU
NFD:
PFD:
VD:
Navigation Display
Primary Flight Display
Vertical Display
ECP
AESS
CDS PRINCIBLES
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0011
For training purposes only!
FCU
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
-
The EFIS part has a Primary Flight Display (PFD) and a
Navigation Display (ND) added by a Vertical Display (VD). The
PFD gives short-term flight information and the ND medium to
long-term flight information.
-
EFIS - PRIMARY FLIGHT DISPLAY (PFD)
The upper PFD part shows important short-term information
necessary for the flight:
The lower part of the ND, the VD shows vertical flight
information related to the vertical AP/FMS modes. The crew
gets a better situation awareness by a synthetic view of vertical
parameters such as:
-
the A/C attitudes
air speed
altitude and vertical speed
heading
information on flight modes
radio altitude
landing system data
-
The lower part of the PFD is controlled by the ECAM system to
show:
-
flaps/slats configurations
A/C configurations memos
limitations.
EFIS - NAVIGATION DISPLAY (ND)
The ND gives medium to long-term flight information necessary
for navigation.
The upper part of the ND shows in general:
© Airbus Training Center Hamburg
A/C altitude
safe altitudes
flight trajectory
terrain and weather.
The lower part of the ND, the VD shows vertical parameters
related to the Auto Pilot/Flight Management System (AP/FMS)
modes. After landing the ND can be used for airport navigation.
MULTI FUNCTION DISPLAY (MFD)
Two Multi Function Displays (MFD) are the interfaces to the
Flight Management System (FMS), Air Traffic Control (ATC)
system and Aircraft Environment Surveillance System (AESS).
Flight management data can be changed also on the interactive
ND through the KCCU. The MFDs are used also for FCU backup and auto-flight control. The AESS page shows on the MFD
the status and configuration of the surveillance systems (e.g.
Weather Radar (WXR), Traffic Collision Avoidance System
(TCAS), Terrain Awareness and Warning System (TAWS)).
June/01/2004 – MKa
ATA 31– Page 0012
For training purposes only!
A/C location with respect to the flight plan and/or navigation
aids
weather radar information
surveillance information (Airborne Collision Avoidance
System (ACAS); Terrain Awareness and Warning System
(TAWS))
Electronic Flight Instrument System (EFIS)
AIRBUS TRAINING
Control and Display System
10
PFD
1
FLIGHT
MODES
2
ATTITUDE
3
LANDING
SYSTEM
DATA
9
1
AIR
SPEED
8
4
2
9
5
3
LANDING
SYSTEM
DATA
A380-800 General Familiarization
WEATHER
RADAR
INFORMATION
ND
11
A/C
LOCATION
10
4 ALTITUDE
5 VERTICAL
SPEED
6 HEADING
7
8
6
S
7
3
The lower part of the PDF shows the
A/C configurations and is controlled by
the ECAM system:
-
11
15 A/C
F
MAX SPD VLE =200 KTS
RADIO
ALTITUDE
11
15
ALTITUDES
14
14 FLIGHT
TRAJECTORY
12
13 TERRAIN
13
AND
WEATHER
The lower part of the ND is
12 SAFE
the VD with vertical flight
ALTITUDES information.
Slats/Flaps position
Configuration memos
Configuration limitations (if any)
ELECTRONIC FLIGHT INSTRUMENT SYSTEM / PRIMARY FLIGHT DISPLAY AND NAVIGATION DISPLAY
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0013
For training purposes only!
31 – Indicating/Recording
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
EFIS CONTROL PANEL
The CPT and F/O EFIS control panels are found on the
glareshield on each side of the Flight Control Unit (FCU).
With the EFIS control panels the Captain (CPT) and First Officer
(F/O) control their related PFD and ND.
-
For training purposes only!
The PFD controls are:
BAROmetric selection
Flight Director (FD) display
landing system data display
taxi mode selection (to display on ground taxiaids video camera data)
The ND controls are:
-
modes selection (rose LS; rose VOR; rose NAV;
ARC; PLAN)
ranges selection
navigation aids raw data display
display of weather radar data; terrain data;
additional waypoints; airports; constraints; etc.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0014
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
CPT
F/O
1 TAXI MODE
2 AIRPORTS
3
WAYPOINTS
4 WEATHER RADAR/
TERRAIN/TRAFFIC DATA
11 BARO
5
SELECTION
TAXI
1
2
ARPT
1013
ADF1
5
QNH
In Hg
9
LS
10
5
NDB
WX
TERR
TRAF
NAVIGATION
AIDS
VOR 2
5
4
NAV
VOR
LS
10 LANDING
3
WPT
5
VORD
hPa
11
SYSTEM DATA
FLIGHT
DIRECTOR
For training purposes only!
Control and Display System
ARC
8
PLAN
20
10
6
40
80
160
6
7
FPV
ZOOM
9
PFD
CONTROLS
7
RANGE
SELECTION
320
640
AIRPORT
NAVIGATION
ND
CONTROLS
SELECTION
8 MODES
ELECTRONIC FLIGHT INSTRUMENT SYSTEM / EFIS CONTROL PANEL
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0015
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Electronic Centralized Aircraft Monitoring (ECAM)
The ECAM system is used to monitor the A/C systems and for
indication of their system data in normal and abnormal system
configuration.
The lower part of the PFD shows A/C and system configuration
data - Slat/Flaps position, THS position on ground - and A/C
limitations because of defective systems.
The ECAM indication part has:
In video mode the lower ECAM display is used as a video
monitor. The video system shows pictures from the cargo
compartment, cockpit door area, cabin, and external area and
as Taxi Aid Camera System (TACS) (back up of the PFD).
-
an Engine and Warning Display (E/WD)
a System Display (SD) and
a lower part on each PFD.
The main control of the ECAM system is done by the ECAM
Control Panel (ECP) on the pedestal.
These information are given on the E/WD:
-
N
main engine parameters
normal checklists
normal and
abnormal procedures
Note: The A380 ECAM structure has customization capabilities
for the definition of the normal checklist.
The SD shows the:
-
aircraft status
system pages with their synoptics and
limitations if a system is inoperative.
On the bottom part of the SD, a permanent Air Traffic Control
(ATC) mailbox shows received messages.
Note: This mailbox is not part of the ECAM system.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0016
For training purposes only!
Control and Display System
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Memos, systems limitations
abnormal procedures,
normal check-lists on EWD
through the related controls
Control and Display System
Related ECAM controls
(keys and pointer)
Slats flaps configuration,
THS position (on ground),
aircraft limitations because
of defective systems
System pages
Access to the status on this
ECAM Du is through the
related controls
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING / DISPLAYS AND CONTROL PANEL
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0017
For training purposes only!
ECAM functions repartition
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
Engine and Warning Display (E/WD)
The E/WD is usually on the top ECAM Display Unit (DU). It is
divided in an upper and a lower area.
The upper area shows engine primary parameters (like thrust,
N1 and EGT).
-
For training purposes only!
The lower area shows:
A/C MEMOs and
normal checklists or
WARNING/CAUTION messages (Title of the failure and
related procedures)
limitations
abnormal procedures.
The lower part of the PFD shows:
-
N
A/C configuration
MEMOs and
limitations.
Note: The MEMOs shown on the lower area of the E/WD and
on the PFD are the same.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0018
AIRBUS TRAINING
31 – Indicating/Recording
COCKPIT PREPARATION
BEFORE START
AFTER START
2. NORMAL CHECKLIST
BEFORE TAKEOFF
AFTER TAKEOFF
* APPROACH
* LANDING
AFTER LANDING
PARKING
SECURING AIRCRAFT
CL 88. 6 %
10
0
66. 2
10
0
5
5
5
66. 2
102. 6
102.
4. 6
458
458
158
THR
%
N1
%
10
10
0
66. 2
0
66. 2
102. 6
102. 6
458
458
EGT
°C
APPROACH
SEAT BELTS
NO SMOKING
ECAM STATUS. . . . . . . . . . . . . . .CHECK
BRIEFING . . . . . . . . . . . . . . . . CONFIRM
V BUGS. . . . . . . . . . . . . . . . . . . . .SET
SEAT BELTS ON
BARO . . . . . . . . . . . . . . . . . . . . . SET
MDA / DH . . . . . . . . . . . . . . . . . . . .SET
3. CHECKLIST + PROCEDURE
1. NORMAL MEMO
HYD GREEN RSVR OVHT
LIMITATIONS
ALL PHASES
APPR & LDG
MAX SPD 300KTS/0.82
LDG DIST x 1. 4
CAT 3 SINGLE ONLY
SEAT BELTS
NO SMOKING
RESET
GREEN ENG1 PUMP A OFF
4. WARNING +
PROCEDURE
GREEN ENG1 PUMP B . . . . . . . . . OFF
GREEN ENG2 PUMP A. . . . . . . . OFF
GREEN ENG2 PUMP B. . . . . . . . . OFF
5. LIMITATIONS
MANOEUVER WITH CARE
ECAM UPPER DU / ENGINE/WARNING DISPLAY CONFIGURATIONS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0019
For training purposes only!
CHECKLISTS
Control and Display System
5
A380-800 General Familiarization
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
System Display (SD)
The SD is usually on the lower ECAM DU. It is divided into three
areas.
The upper area shows :
on the SYSTEM page system synoptics related to:
•
•
•
•
-
warning/caution situations
advisory situation
crew manual selection
current flight phase
For training purposes only!
-
on the STATUS page the operational status of the A/C after
system failure
the CRUISE page with FUEL and AIR parameters.
The middle area shows permanent data:
-
N
Total Air Temperature (TAT)
Static Air Temperature (SAT)
International Standard Atmosphere (ISA)
Universal Coordinated Time (UTC)
Center of Gravity (CG)
Gross Weight (GW)
Fuel On Board (FOB)
Note: The lower area shows a permanent ATC mailbox, which
shows received messages. This ATC mailbox is not part
of the ECAM function.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0020
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
CRUIS
STATUS
FUE
F.
TOTA 138
45 400
42 200 KGx100 45 300
203
F
KG/
203
203
45 300
203
AI
LDG ELEV AUTO 510 F
21 TO 2
OVH
2
21 TO 2
P 10.5 PS
CAB V/S FT/MI
50
3500
CAB
2
F
MORE
TAT
51
°C
SAT
ISA
36
+5
°C
M
S
G
GWCG
23 H 56
GW
FOB
Active CTL: OAKLAND
-/RECALL
REQUEST
EMERG
37.5 %
370 000 KG
30 000 KG
TAT
SAT
ISA
51
36
+5
M
S
G
°
°
GWC
23 H 5
GW
FOB
Active CTL: OAKLAND
37.5 %
370 000 KG
30 000 KG
RECAL
REQUEST
EMER
ECAM LOWER DU / SYSTEM DISPLAY CONFIGURATIONS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0021
For training purposes only!
LIMITATIONS
DEFERRED PROCEDURE
INOP SYS
ALL PHASES
APPR & LDG
GREEN HYD
CAT3 DUAL
PART SPLRS
L/G RETRACT
INFO
FLAPS SLOW
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
The E/WD and SD brightness potentiometers switch the ECAM
displays on and off and control the brightness.
The ABN PROC (abnormal procedure) P/B starts the listing of
abnormal/emergency procedure checklists.
The VIDEO P/B starts the video function to show the external
video records of the TACS on the DU.
SD Control:
EWD Control:
The C/L (Checklist) P/B is used to show the normal checklist on
the lower area of the upper ECAM DU.
The CLEAR P/B is used when the light is on, in order to clear
the warning and caution messages displayed on the lower part
of the EWD.
The EMER CANC (emergency cancel) P/B is used to cancel
aural warnings and caution messages.
The RCL (Recall) P/B is used to recall warning and caution
messages inhibited by the CLR pushbutton.
The Status (STS) P/B is used to call the status page on the SD.
If there are no status pages, the "normal" indication is displayed
for 5 seconds on the SD.
The System pages P/B (ENG; BLEED; PRESS; EL/AC; APU;
COND; DOOR; EL/DC; VIDEO; FUEL; HYD; WHELL; F/CTL;
C/B) let the system synoptic diagrams to be manually selected
on the SD.
The ALL P/B allows the system pages to be successively
displayed at 1-second intervals. This P/B remains active after a
complete failure of the ECP.
T.O. CONFIG (take-off configuration) P/B is used to check that
the aircraft is in the correct configuration before take-off.
By the “line select” keys the cursor marker moves up or down in
the checklist.
The “line marker” keys mark pre-selected checklists.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0022
For training purposes only!
ECAM Control Panel
The ECAM Control Panel (ECP) is found on the pedestal, it
includes the brightness potentiometers and the controls
necessary for operation of the ECAM system.
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
9 9
C/L
ENG
BLEED PRESS EL/AC
APU
COND DOOR EL/DC
CLEAR
UNDO
CLEAR
ABN
PROC
FUEL
EMER
CANC
HYD
C/B
ALL
WHEEL F/CTL
VIDEO
STS
MORE
RCL
CLEAR
SD
VIDEO
EWD
M
CA
OFF
BRT
OFF
ZONE
BRT
ECAM CONTROL PANEL
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0023
For training purposes only!
T.O.
CONFIG
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
MODES OF OPERATION
The ECAM system has four modes of operation:
An advisory reflects the trend monitoring of parameter values.
When a value apparently moves out of the normal range, the
related ECAM page is displayed automatically and the affected
parameters pulses. The related key light on the ECAM CP
comes on.
normal mode
manual mode
advisory mode
failure rated mode
N
Normal Mode:
Without an aircraft system failure, the SD automatically shows
system pages in order to prevent a frequent scanning of the
system panels.
In normal mode, the ECAM system pages are displayed on the
SD related to the current flight phase (see Flight Warning
Function). Memos or the normal checklist related to the current
flight phase are shown on the E/WD.
Note: In advisory mode the related parameters have not yet
come up to a limit that leads to a caution or warning!
Failure Rated Mode:
The Flight Warning Function (FWF) starts the failure rated mode
(caution or/and warning). Failures are shown with the related
procedures on the E/WD. The related system page is shown on
the SD.
Manual Mode:
In manual mode the system page on the SD is set by the crew
on the ECP.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0024
For training purposes only!
-
Advisory Mode:
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
Door Wheel
Engine
Cruise
Wheel
Door
CRUISE
FUEL
2
T.O.
CONFIG
ENG
APU
5
6
7
9 9
ABN
PROC
FUEL
BLEED PRESS EL/AC
COND DOOR EL/DC
UNDO
CLEAR
8
9
STS
MORE
BRT
ZONE
2030
FF
KG/H
45 300
2030
2030
AIR
LDG ELEV AUTO 510 FT
P 10.5 PSI
OVHT 21 TO 24
CAB V/S FT/MIN
50
21
C/B
TAT
51
°C
ALL
SAT
ISA
36
+5
°C
TO 23
CAB ALT
M
S
G
3500
GWCG
23 H 56
GW
FOB
FT
37.5 %
370 000 KG
30 000 KG
Active CTL: OAKLAND KZAK
-/RECALL
SD
REQUEST
EMERG
M
CA
OFF
2030
22
CLEAR
VIDEO
EWD
42 200 KGx1000 45 300
22
HYD
RCL
10
45 400
EMER
CANC
WHEEL F/CTL
VIDEO
5 minutes after
Last engine
80 kt
Touch-down
Lift off
4
C/L
CLEAR
800ft
1500 ft
3
F. USED
TOTAL 138 200
OFF
BRT
ECAM SYSTEM / MODES OF OPERATION / NORMAL MODE & MANUAL SYSTEM PAGE SELECTION
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0025
For training purposes only!
1
80 kt
2nd engine to
1st engine started
Electrical Power
APU
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
CRUISE
CL 88. 6 %
5
10
0
66. 2
10
66. 2
0
102. 6
4. 6
102.
458
458
158
THR
%
66. 2
F. USED
TOTAL 138 200
10
10
0
N1
%
FUEL
5
5
0
66. 2
102. 6
102. 6
458
458
GREEN
45 400 xxxx 42 200 KGx1000 45 300
2030
2030
EGT
°C
FF
KG/H
45 300
2030
2030
AIR
SEAT BELTS
NO SMOKING
LDG ELEV AUTO 510
FT
OVHT 21 TO 24
22
21
TO 23
51
°C
SAT
ISA
36
+5
°C
M
S
G
CAB V/S FT/MIN
50
CAB ALT
22
TAT
P 10.5 PSI
3500
GWCG
23 H 56
GW
FOB
FT
37.5 %
370 000 KG
30 000 KG
Active CTL: OAKLAND KZAK
-/RECALL
REQUEST
EMERG
ECAM SYSTEM / MODES OF OPERATION / CONT’D / ADVISORY IN CRUISE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0026
For training purposes only!
5
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
CRUISE
CL 88. 6 %
5
10
0
66. 2
102. 6
10
0
66. 2
4. 6
102.
THR
%
66. 2
F. USED
TOTAL 138 200
10
10
0
N1
%
FUEL
5
5
0
66. 2
102. 6
102. 6
458
458
45 400
42 200 KGx1000 45 300
2030
2030
EGT
458
458
158
°C
FF
KG/H
45 300
2030
2030
AIR
SEAT GREEN
BELTS
HYD
RSVR OVHT
NO SMOKING
GREEN ENG1 PUMP A OFF
GREEN ENG1 PUMP B . . . . . . . . . OFF
GREEN ENG2 PUMP A. . . . . . . . OFF
LDG ELEV AUTO 510 FT
P 10.5 PSI
OVHT 21 TO 24
CAB V/S FT/MIN
50
22
21 TO 23
CAB ALT 3500
22
GREEN ENG2 PUMP B. . . . . . . . . OFF
MANOEUVER WITH CARE
TAT
51
°C
SAT
ISA
36
+5
°C
M
S
G
GWCG
23 H 56
GW
FOB
FT
37.5 %
370 000 KG
30 000 KG
Active CTL: OAKLAND KZAK
-/RECALL
REQUEST
EMERG
ECAM SYSTEM / MODES OF OPERATION / CONT’D / FAILURE IN CRUISE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0027
For training purposes only!
5
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
CDS Display Unit (DU) Reconfiguration
In case of a DU failure (or of several DUs), the crew must have
the possibility to show missing information on the remaining
DUs.
Therefore this reconfiguration concept is established:
The stack is owned in priority by these screens:
DU reconfiguration concept highlights:
EWD or SD can ’t be displayed on the two sides at the same
time.
-
L3 (R3) if available
L2 (R2) if available
L1 (R1) if available
“Stack” function principle
KCCU shortcut keys using
for successive access to affected formats on a remaining
display the RECONF control p/b is used
RECONF control is only used in case of a DU failure
PFD and EWD automatic reconfigurations
manual transfer of PFD/ND at any time
EWD and SD formats not available on the two sides at the
same time
Stack function:
When a DU (or several DUs) are defective , the formats
previously supported by the defective DU are kept in a stack
and become available on a remaining DU.
The formats can be ordered:
-
directly (using the related KCCU function keys) or
successively (using the “RECONF” button; the formats are
shown in a given loop order : PFD, ND, MFD, EWD, SD)
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0028
For training purposes only!
-
-
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
stack
L1
L2
C1
L3
C2
R2
R1
R3
Control (KCCU)
L1
L2
R2
C1
PFD
PFD/ND
R1
PFD
L3
C2
R3
MFD
E/W
MFD
RECONF
Automatic reconfiguration
Control
CDS DISPLAY UNIT RECONFIGURATION
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0029
For training purposes only!
„Stack“ principle
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Display System
Reconfiguration Controls
Two P/B per pilot station: “PFD/ND” & “RECONF”
They interact only on their related side.
PFD / ND:
PFD and ND formats are interchanged, whatever their
position
RECONF:
-
-
For training purposes only!
-
Transfer Control
Reconfiguration Control
In case of display failure, it permits successively access to
the affected formats on a remaining display (the display that
owns the « stack »)
No effect in nominal configuration, at least one DU must be
defective.
Example:
The different windows of the MFD format may be called on L2 :
-
directly (using the corresponding KCCU function keys, if
any) or
successively (using the “RECONF” button)
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0030
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Control and Display System
stack
L2
3
2
C1
L3
stack:
C2
R2
R1
ND or
SD/Mailbox
selectable
R3
1
selectable
MFD formats
PFD Æ ND Æ MFD Æ E/WD Æ SD
PFD/ND
RECONF
KCCU: Functional short cuts
CDS DISPLAY UNIT RECONFIGURATION CONTROLS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0031
For training purposes only!
L1
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
2.2 Flight Warning System
The Flight Warning System (FWS) sends in real time all the
operational cautions and warnings, which are shown to the
crew in the case of a defective aircraft system or in situations
with an effect on flight safety. The FWS is connected to all
aircraft systems and the necessary periphericals (ECAM
displays, attention getters, Loudspeakers, recorders, …) in
order to guide the attention of the crew and to permit necessary
procedures (maintenance/accident investigation).
-
N
a set of Master Lights (Master Warning and Master Caution)
in front of each pilot (attention getters)
two loudspeaker for each pilot.
Note: The FWF in the CPIOM is also called the FWA (Flight
Warning Application).
Function Aspects
The Flight Warning Function (FWF) architecture meets these
requirements:
-
-
The FWS A380 design takes into account these functional
aspects based on network technology (see ATA42):
safety: redundancy in alert calculation to prevent the loss of
alert generation associated with a system failure.
There are two Flight Warning Functions (FWFs),
fully redundant and perform the same calculation in
parallel.
-
Operational reliability: to maximise aircraft dispatch in
the case of a defective FWS
component.
-
-
Additional features are:
-
Components
The FWS has:
-
two FWFs (= software applications) are found each on a
CPIOM in the pole 2 avionics cabinet,
an ECP (ECAM Control Panel) in the cockpit on the center
pedestral
© Airbus Training Center Hamburg
FWF as software application implemented in IMA modules
(CPIOM)
parameters concentration done by IMA modules (IOM)
use of AFDX as a main communication mean with other
systems (A429 communications remain for some systems
for back-up purpose)
interface with the CDS based on a ARINC 661 protocol
-
June/01/2004 – MKa
ECAM DUs which permit normal
supplementary procedures presentation
crew interface ‘interactivity’ on CDS DUs
aircraft audio priority management
check-list
and
ATA 31– Page 0032
For training purposes only!
Purpose
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Attention Getters
Flight Warning System
For training purposes only!
Loudspeaker
ECAM DUs
Vertical Display
ECAM CP
FLIGHT WARNING SYSTEM COMPONENTS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0033
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
The FWF has external input interfaces with all the monitored
systems/functions (either directly for those involved in red
warnings or for those connected to the AFDX network or
through the I/O modules for the others).
The two FWFs have internal interfaces:
-
The FWF has external output interfaces with:
-
-
-
-
the CDS through the AFDX (and with a backup ARINC A429
bus from FWF1 to C1 (Upper ECAM DU) to cover the loss
of AFDX for the Warning Display and the Status Page
Display)
the loudspeakers through the Audio Management Unit
(AMU) for the audio broadcasting.
the Master lights (through discrete information) for the visual
attention getters management
DFDR’s (through AFDX) for detected alert transmission
the Centralized Maintenance System (CMS) (through
AFDX) to transmit class 4 data, alerts calculated and flight
phases
teleloading system (through AFDX), for software or
database teleloading for the partitions updating. This
function is done by the Core and Processing Input/Output
Module (CPIOM)
the On-board Information System (OIS) (through AFDX) for
procedure given transmission
the Data Loading and Configuration monitoring System
(DLCS) (through AFDX) for pin-program management
© Airbus Training Center Hamburg
-
June/01/2004 – MKa
through
discrete
information
(for
audio
outputs
management, flashing lights synchronization,…)
through AFDX for FWS system BITE management, class 4
parameters exchange, data exchange during initialization…
(the two FWF must communicate also if they work
independently)
with the ECP through discrete and AFDX (It is necessary
that each FWF gets from the ECP the ECAM crew inputs
ATA 31– Page 0034
For training purposes only!
Architecture, Interfaces and Function
AIRBUS TRAINING
31 – Indicating/Recording
Flight Warning System
PFD
ND
E/WD
PFD
A380-800 General Familiarization
ND
Master Lights
Master Lights
MFD
SD
MFD
FWF1
EC
FWF2
A 429
AFDX
I/O
modules
I/O
modules
Discrete
Syst B
Syst A
FLIGHT WARNING SYSTEM COMPONENTS
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0035
For training purposes only!
AFDX
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
The basic functions of the FWF are:
alerts computation: this calculation is done (using all the
information given by the systems) to detect all the alerts and
manage in real time (taking into account alerts priority, flight
phase inhibition and crew control from ECP or Master
Warning (MW) and Master Caution (MC):
The ECP gives the crew control on the ECAM display through a
set of lighted keys:
-
•
•
•
•
-
-
audio warning : each FWF has the capacity of
generating audio signals (sounds and synthetic voice
messages)
alerts and procedures display on the Warning Display
(alert title, associated procedures, special lines, memo
and check-lists) or on the System Display (for the Status
Page only) and at the bottom of the PFD
discrete outputs (such as Autoland, ATC COM) and
each visual attention getters MW and MC)
BITE function to monitor the internal FWS operation
flight phases calculation
acquisition from the systems of all the parameters
necessary for the warning computation (sent directly from
the systems or from Input/Output (I/O) modules).
the selection of the valid parameter
Function of Interfaces
-
to manage alert messages (CLEAR, ReCaLl, EMERgency
CANCel, valid keys, cursor moving keys and MORE info)
to call for the normal check-lists, the abnormal check-lists
(for supplementary/emergency procedures)
to manually call the StaTuS page on the SD
to manually set the necessary system page on the SD
Each lamp of the MW and MC P/B has two light sources. In
case of one FWF is inoperative, the two pilots keep their own
attention getters.
Four loudspeakers are installed in the cockpit (two on the
captain side, and two on the F/O side). Each loudspeaker
receives from each FWFs audio outputs (through the Audio
Management Units (AMUs)). The audio signals are managed
between the two FWFs, so that only one FWF sends audio
messages at a given time to the loudspeaker.
Each FWF get a given parameter either directly from the
source, if this one connected to the FWF or indirectly from the
on side I/O module if the source is connected to the I/O module.
For alert detection: In case of a hidden failure on one IOM, one
FWF detects an alert using the other IOM.
Input/Output (I/O) modules are used for acquisition of analog,
discrete, CAN and ARINC 429 inputs for the two FWFs. The
received signals are concentrated and transmitted to the FWFs
on AFDX busses for logic computation.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0036
For training purposes only!
-
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
4x
E/WD
SD
Master
Master
caution
caution
Flight
Warning
Function
Local warning
annunciator
ECAM
Control panel
Flight phases
(inputs for flight phase computation)
System data
FAULT
Warning
or
Caution Aircraft Systems
Aircraft Systems
OFF
Control
Aircraft Systems
FLIGHT WARNING FUNCTION PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0037
For training purposes only!
Warning / caution messages
Master
Master
warning
warning
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
NORMAL MODE
No A/C failure and no dangerous configuration:
FAILURE RELATED MODE
When a failure is found by the FWFs, they alert the crew by:
In normal mode, the FWFs give better crew situation
awareness:
-
-
-
MEMO messages on the EWD (as “SEAT BELTS”, “NO
SMOKING“…)
the normal checklist related to the flight phase or following
crew request
an aural announcement of decision height and automatic
call-out of radio altitude in approach (synthetic voice
message)
system synoptics (automatic or manual) on SD
© Airbus Training Center Hamburg
-
-
N
an audio signal (aural attention getters) in parallel to two
loudspeakers. This output is managed between the two
FWFs to have only one message.
Discrete signals in parallel to the captain and F/O visual
attention getters. These signals are synchronized between
the two FWF for Master Lights flashing
alphanumerical messages displayed on the ECAM DUs (this
includes warning/caution identification, corrective actions
and automatic display of the relevant A/C system page if
necessary).
Note: ECAM is customized, checklist can be inserted, adapted
etc.
June/01/2004 – MKa
ATA 31– Page 0038
For training purposes only!
Modes of Operation
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
Normal mode :
For training purposes only!
Flight phases related
- Automatic system
page sequence
Failure related mode
FLIGHT WARNING FUNCTION PRINCIPLE / NORMAL AND FAILURE RATED MODE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0039
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
DEGRADED MODES
In the case of a defective sensor source, when a parameter
becomes invalid, the FWF uses the same parameter given by
the opposite side for the sources whose input is connected to
the IOM. The IOM sends this parameter with a failed indication.
For training purposes only!
In the case of a defective IOM, the FWF uses the parameters
given by the opposite side IOMs.
In the case of one defective FWF, a caution is triggered
(detected by the other FWF). If a system failure occurs then, it is
detected and managed by the working FWF (ECAM message,
related Audio and half of MC/MW P/B light).
In the case that the two FWF are inoperative, a caution is
triggered, detected by the CDS, which sends the related
message to the ECAM DU.
In the case of an electrical emergency configuration, one
CPIOM, which support the FW application, and the on side IOM
remain available. This will allow alert management by the
remaining FWF, especially the electrical emergency alert.
In the case that the AFDX network is lost, the FWFs remain
available, but only the FWF 1 is able to detect alerts which are
not supported by AFDX (i.e. the sources directly connected to
the FWFs) and to send the relevant messages to the upper
ECAM DU through an ARINC 429 bus.
N
Note: No interactivity provision with the Cursor Control Device
(CCD) is necessary for the FWF.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0040
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Flight Warning System
CCD/Keyboard
EFIS CP
PDF
ND
Video input
E/WD
MFD
SD
PFD
ND
MFD
AFDX
ARINC 429
ADR1
FW1
ADR2
Idem IR1
Idem FW2
Idem IR2
FLIGHT WARNING FUNCTION PRINCIPLE / DEGRADED MODE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0041
For training purposes only!
CAN
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
Abnormal Operation and Alerts
Class 1 Failure:
For training purposes only!
In abnormal operation, the FWS computes the alerts related to
a class 1 failure. In parallel, it computes the related procedure,
deferred procedure to be incorporated in a checklist and any
relevant status message.
Alerts are classified as these types of failure:
-
Independent failure :
Failure affecting an isolated systems or equipment without
degrading the performance of others in the aircraft.
-
Primary failure :
Failure affecting systems or equipment that costs the aircraft
the loss of other systems or equipment
-
Secondary failure :
Loss of systems or equipment resulting from primary failure
N
Note: The identification of types of failures lets the crew (flight
and maintenance) know the failure situation and A/C
configuration!
Additionally, alerts are classified as these 3 levels concerning
the operational impact on flight:
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0042
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Flight Warning System
Level 3
5
6 %
66.
0
2
0
66.
2
66.
2
0
66.
2
102. 6
102. 6
458
458
EGT
°C
458
158
10
10
0
N1
%
4. 6
102.
458
5
5
THR
%
10
102. 6
ECAM / EFIS
(message + SD)
88.
5
10
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
WARNING
EMERGENCY
RC
RC
Repetitive Chime
SMOKE
Local warning
Level 2
CL
5
Master Caution
ECAM / EFIS
(message + SD)
Single Chime
Local warning
SC
SC
Level 1
5
102.
4. 6
458
458
158
5
THR
%
10
66. 2
0
102. 6
10
10
66. 2
0
N1
%
0
66. 2
102. 6
102. 6
458
458
EGT
°C
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
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XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
CAUTION
CL
5
88.
5
66.
458
2
10
0
6 %
5
5
10
0
102. 6
ECAM / EFIS
(message + SD)
Local warning
88. 6 %
5
10
66. 2
0
66.
102.
4. 6
458
158
2
THR
%
10
0
N1
%
EGT
°C
66.
2
10
0
66.
102. 6
102. 6
458
458
2
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
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CAUTION
ALERT CLASSIFICATION OF CLASS 1 FAILURE
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0043
For training purposes only!
CL
Master Warning
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Flight Warning System
Class 2 and 3 failure:
For class 2 and 3 failure refer to the figure “FAULT CLASSES”
on the next page.
Class 4 failure:
For training purposes only!
The FWS is also involved in the management of Class 4 failure.
Class 4 are defined as: Any detected failure with neither Flight
Deck Effect nor Cabin Effect but to be fixed within a time period
(time limited) as a result of the safety analysis is covered by a
class 4 failure message transmitted to the Centralized
Maintenance Function (CMF).
Class 4 failure management:
For a Class 4 failure, a related timer is set by the FWS. When
the time period for the repair is expired a related alert is
displayed in the cockpit.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0044
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Flight Warning System
MMEL
1
2
FLIGHT DECK
EFFECT (FDE)
NO GO, GO IF or GO
CABIN EFFECT
NO GO, GO IF or GO
3
CABIN EFFECT
4
NO FDE
NO CABIN EFFECT
NO FDE
5
6
NO CABIN EFFECT
NO FDE
NO CABIN EFFECT
GO
NOT APPLICABLE
NOT APPLICABLE
NOT APPLICABLE
Impact
Security or A.A.
regulation
involvement or
operational impact
No Security nor A.A.
regulation involvement
(passengers comfort
only)
Flight Deck Effect
at the end of time
period
Possible FDE when
combined with one
or several other
failures
Aircraft
performances
(economical
consequences)
Handling
In accordance
with MMEL
According to
airline policy
Can be
deferred for
time period
No fixed time
correction
No fixed time
correction
FAULT CLASSES
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0045
For training purposes only!
Fault classes
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Digital Flight Data Recording
2.3 Digital Flight Data Recording Systems
The FDIF is realized by a single Flight Data Interface
Acquisition Function. An Ethernet provision is foreseen to
support future Enhanced Airborne Flight Recorder (EAFR)
application according to ARINC 767.
The main “Digital Flight Data Recording System” equipment or
sub-parts are:
-
The architecture of the DFDRS is based on a core unit, the
Central Data Acquisition Module (CDAM). The functionality of
the DFDRS is fulfilled by the Flight Data Interface Function
(FDIF), which is executed on the CDAM.
The CDAM is also used for the Aircraft Condition Monitoring
System Real-Time Part (ACMS-RT) function and the Remote
Server Acquisition (RSA) function. The ACMS functions are
separated from the FDIF.
-
The A380 Recording System is supplied with electrical power
during normal operation and emergency conditions. The
SSFDR is supplied by a 115VAC Essential bus and the CDAM
is supplied by a 28VDC Essential bus.
DFDRS novelties on the A380 are:
-
This data is sent by the CDAM to the SSFDR. The CDAM
provides an additional interface for an optional QAR.
Alternatively the CDAM transmits the data for QAR recording
through the Ethernet to the Network Server System (NSS)
hosted virtual QAR.
© Airbus Training Center Hamburg
a FDIF located in the CDAM
a Digital Flight Data Recorder (DFDR)
an optional Quick Access Recorder or alternatively a Virtual
QAR hosted on the NSS
a Linear 3-axis Accelerometer
a DFDRS Event Button
a DFDRS Ground Control Switch
-
June/01/2004 – MKa
New requirements on flight data recording
New flight data acquisition concept (AFDX; new avionics
architecture)
Supply of the recording system by essential power
Provisions for combined recorders
ATA 31– Page 0046
For training purposes only!
The objective of the flight data recording system is to give data
for airworthiness crash and incident investigations. For this
purpose the mandatory data recording system is responsible for
recording of flight data parameters by a crash protected Solid
State Flight Data Recorder (SSFDR) (refer to ARINC 747).
National transportation authorities will use recorded information
of the SSFDR for investigation of crash or incidence/accident
cases. Some airworthiness authorities require to record an easy
accessible copy of the flight data, e.g. by means of a Quick
Access Recorder (QAR), for continuous Flight Operations
Quality Assurance (FOQA) monitoring. The Digital Flight Data
Recorder System (DFDRS) lets operators fulfil their operational
regulations (e.g. JAR-OPS, FAR121.344, and other national
regulations).
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Digital Flight Data Recording
PWR
INTERLOCK
CIRCUIT
28 VDC
ESS
28 VDC
ESS
GND CTL
LOGIC
115 VAC
PWR
SUPPLY
DFDR
DFDRS EVENT
System
Data
AFDX
Flight
Data
Interface
Function
(FDIF)
(NSS)
ANSU
Server
(VQAR)
ETHERNET
QUICK ACCESS
RECXORDER
(QAR)
Full Provision
3 AXIS LINEAR
ACCELEROME
TER (LA)
ISIS
CDAM
DIGITAL FLIGHT DATA RECORDER SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0047
For training purposes only!
115 VAC
ESS
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Video Surveillance
2.4 Video Surveillance
Purpose
-
-
to concentrate the A380 videos, i.e. to get all the A380
videos and adapt their video format to the CDS video
format
to multiplex the video formats, i.e. to enable the pilot to
select the A380 videos on the cockpit display units.
-
Components
The CMV system is therefore made up of:
-
Function
The system principal functions are:
-
-
-
to concentrate several video sources coming from several
A/C video monitoring systems or applications and on two
different video protocols.
to treat them in order to obtain an adequate video display in
accordance with A/C and crew requirements.
to make them compatible with the CDS specific video
protocol.
to provide them to the cockpit display units.
report source failures, CMV failures to the CDS and/or to
the CMF.
-
one LRU (CMV itself) performing video treatment
one user application definition file (loaded in the CDS) in
order to allow video selection through an interactive menu
on the CDS.
one control panel, to manage the interactive menu and, out
of CMV scope: to manage the CFVS.
different control means to direct some video sources that
are out of CMV scope.
The system is also designed in order to:
-
offer a high performance video treatment ensuring a real
time display for some applications.
give a high quality display performance.
offer an easy selection capacity by using an interactive
application menu and rotators.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0048
For training purposes only!
The Concentrator & Mixer for Video (CMV) has two main
purposes:
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
Video Surveillance
EFIS CP
- Cargo Video Fire
- Cockpit door video
- External Monitoring
- TACS (back-up)
- Cabin Video Monitoring
9 9
C/L
ENG BLEED PRESS
APU
VIDE
CABIN
FUEL
EL/AC
COND DOOR EL/DC
CLEAR
UNDO
CLEAR
VIDEO
ABN
PROC
MORE
HYD
RCL
C/B
CLEAR
SD
CAM
ECP
OFF
BRT
ZONE
EXTERNAL CKPT DR
ALL
VIDEO
EWD
TAXI
EMER
CANC
WHEEL F/CTL
STS
CARG
OFF
BRT
Example of EXTERNAL:
Camera horizontal angle:
around 110°
VIDEO SURVEILLANCE SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0049
For training purposes only!
T.O.
CONFIG
MFD
31 – Indicating/Recording
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
Because of the specific nature of the “CONTROL AND
DISPLAY SYSTEM” all necessary descriptions related to
Control and Indicating are given in the chapter No. 2 “System
Description”.
DFDRS Power Up
The power interlock is released automatically to supply the
DFDR with 115 VAC if one engine master switch is in ON state
or if the Weight off Wheel signal is true (aircraft in air).
A DFDR EVENT button is installed on the center pedestal to be
activated by the cockpit crew in case of an event to allow the
localization of the concerned data recorded.
The CDAM is supplied directly from the 28 VDC essential bus
bar.
There is an override function to supply the DFDR on ground for
preflight checks, maintenance and test purposes.
In case of a failure the FWF sends a failure message to the
EWD. These failures are shown:
DFDRS Control and Indicating
The DFDRS cannot be switched off in flight. On ground the
DFDRS is switched off 5min after shut down of all engines. The
5min delay is realized by a timer relay within the power interlock
circuit.
- DFDR STATUS
- DFDR BITE
- FDIA FAIL
The fault signals are suppressed in flight phases 3,4,5,7 and 8
If the GND/CTL button is active the fault signals are shown in
flight phase 1 on the EWD.
With the electrically latched DFDRS Ground Control switch it is
possible to override the power interlock. Thus the system is
supplied for preflight checks or for maintenance and test
purposes. The DFDRS Ground Control switch is installed in the
overhead panel and labeled “RCDR GND/CTL”.
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0050
For training purposes only!
3.1 Digital Flight Data Recording
AIRBUS TRAINING
31 – Indicating/Recording
A380-800 General Familiarization
For training purposes only!
Control and Indicating
1125 VU
RAIMP
RAIMP
EWD
SD
MENUSEL
MENU
VALID
ELEV
C
A
P
T
ELEV
F
/
O
G/S MODE
OFF
VD AZIM
VD AZIM
DFDRS GROUND CONTROL SWITCH AND DFDR EVENT MARKER
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0051
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
31 – Indicating/Recording
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – MKa
ATA 31– Page 0052
AIRBUS TRAINING
32
A380-800 General Familiarization
Landing Gear – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Gear and Doors................................................... 4
2.2 Extension and Retraction .................................. 10
2.3 Braking System ................................................. 18
2.4 Steering............................................................. 24
3. Control and Indicating............................................. 30
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 001
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Landing Gear System Introduction
1. General
The landing gear system supports the aircraft on the ground
and sends landing, takeoff and taxi loads to the structure. It also
decreases the aircraft speed through the braking system and
steers the aircraft on ground.
The landing gear system is divided into:
the gear and doors
the extension and retraction
the braking
the brake temperature and cooling
the tire pressure indicating system
the steering
control and indicating.
© Airbus Training Center Hamburg
For training purposes only!
-
June/01/2004 – SZu
ATA 32 – Page 002
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Gear
and
Doors
Extension
and
Retraction
Control
and
Indicating
Braking
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 003
For training purposes only!
Landing Gear System Introduction
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Gear and Doors
2. System Description
2.1 Gear and Doors
The landing gear for the A380-800 has two Wing Landing Gears
(WLG), two Body Landing Gears (BLG) and a Nose Landing
Gear (NLG) and their related doors.
For training purposes only!
The gears and doors are electrically controlled and hydraulically
operated.
It uses the same tire specification tires for the WLG and BLG
(1400 mm) and different for the NLG (1270 mm).
The BLG has six wheel bogie and retracts rearwards. The
shock absorber is a single stage oleo-pneumatic type. The rear
two wheels are steerable during taxi maneuvers and having no
brakes.
The WLG has a four wheel bogie. The shock absorber is a
single stage oleo-pneumatic type with a single folding side stay.
The main landing gear group (WLG and BLG) of 20 wheels
have 16 anti-skid wheel brakes. Each brake has a single related
independently controlled hydraulic supply. Brake fans are an
option.
The NLG has two wheels and retracts forward. It has a single
stage oleo-pneumatic shock absorber. The steering is done by
twin actuators. Tow-bar or tow-bar-less towing can be used.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 004
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Gear and Doors
For training purposes only!
Wing
Nose
Body
GEAR AND DOORS / GENERAL
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 005
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Gear and Doors
NOSE LANDING GEAR EXTENDED
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 006
AIRBUS TRAINING
32 – Landing Gear
Gear and Doors
A380-800 General Familiarization
Upper Drag Brace
Unlock Actuator
Upper Drag Brace
Upper Panel
Lock Links
Lower Drag Brace
Uplock Roller
Lower Panel
Pitch Trim Actuator
Shock Strut Assembly
Slave Links
Torque Links
Bogie Beam Assembly
Aft Axle Steering
Brake Rod
Assemblies
BODY LANDING GEAR EXTENDED
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 007
For training purposes only!
Lock Springs
AIRBUS TRAINING
32 – Landing Gear
Gear and Doors
A380-800 General Familiarization
Retract Actuator
Attach Pin
(to Airframe)
FWD Pintle Pin
Aft Pintle Spherical Bearing
Upper
Cardan
Pin
Retraction Actuator
Sidestay Assy
Bogie Trim Actuator
Downlock Spring Assy
Slave Link Assy
Uplock Roller
Torque Links
Aft Axle
Bogie Assy
FWD Axle
Brake Rod Assys
WING LANDING GEAR EXTENDED
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 008
For training purposes only!
Unlock Actuator
Shock Strut Assy
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Gear and Doors
BLG and Doors
For training purposes only!
NLG and Doors
WLG and Doors
GEARS AND DOORS RETRACTED
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 009
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Extension and Retraction
2.2 Extension and Retraction
The Landing Gear Extension Retraction System (LGERS) has
these functions:
The NLG and the WLG and doors are hydraulically operated by
the green hydraulic system.
The BLG and doors are hydraulically operated by the yellow
hydraulic system.
The hydraulically operated doors open during landing
gear transit.
These doors close each time the landing gear is fully
extended or retracted.
The doors which are attached to the landing gear struts are
mechanically operated by the gear and close at the end of gear
retraction.
-
to control the landing gear normal extension and retraction
sequences
to sent gear position, ground/flight and maintenance
information to other aircraft systems
to monitor the position of the free-fall system actuators
The LGERS comprises two independent Landing Gear Control
& Indication Systems (LGCISs), Side 1 & Side 2, each with its
own proximity sensor inputs and Solid State Power Controller
(SSPC) outputs that operate the hydraulic selector valves, and
electrically operated gear and door up-locks. The two LGCISs
work in an active/standby mode. To reduce the risk of dormant
failures, control is alternated between one LGCIS side and the
other (on landing gear UP selection).
If the landing gears do not deploy with the landing gear lever in
the down position then an independently operated emergency
extension system is available.
A switch is operated which lets an electric motor to unlock doors
and gears, which then by gravity extend and down-lock
mechanically.
Ground personnel can open and close the doors by controls
accessible from the exterior of aircraft. The door handle can not
be operated in the case of no hydraulic power available and the
doors are commanded closed: this prevents unexpected door
movement when hydraulic power returns to circuit.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0010
For training purposes only!
The landing gears are powered by two hydraulic systems, but
released from the up-lock by electrical power and the sequence
is controlled by electrical controllers.
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Extension and Retraction
Green hydraulic pressure
Yellow hydraulic pressure
HYDRAULIC POWER
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0011
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Extension and Retraction
Extension and Retraction (cont’d)
For training purposes only!
CORE PROCESSING INPUT OUTPUT MODULE (CPIOM)
The Landing Gear (L/G) normal extension/retraction control &
monitoring is undertaken by CPIOMs installed in the Integrated
Modular Avionics (IMA) rack including the two landing gear
control and monitoring functions. CPIOMs G1 & G3 constitute
Landing Gear Control and Indication System (LGCIS) Side 1,
and G2 & G4, LGCIS Side 2.
In addition to the up-lock & selector valve outputs, CPIOM G3 &
G4 also control a twin-coil baulk solenoid within the L/G Select
Lever. The lever is locked when the A/C is on the ground.
CPIOM-G3 provides discrete outputs that drive the cockpit gear
unlocked (UNLK) indicators. In addition, the CPIOMs also
transmit ground/flight data, gear position data and maintenance
data over the AFDX network to other aircraft systems.
The CPIOMs also contain the Brake Control (BCS), Steering
Control (SCS), Brake Temperature Monitoring System (BTMS),
Tire Pressure Indicating System (TPIS).
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0012
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Extension and Retraction
LGRDCs
CPIOM G1 & G3 : 2312 VU
CPIOM G2 & G4 : 2411 VU
2MK
BRK IRDC
2
LG RDC
4B
LG RDC
5B
LG RDC
4A
LG RDC
5A
2M
BRK IRDC
1
1M
BRK IRDC
3
E Bay
1MK
CPIOM: Core Processing Input Output Module
BRK IRDC: Brake Integrated Remote Data Concentrator
LGERS: Landing Gear Extension/Retraction System
LGRDC: Landing Gear Remote Data Concentrator
LGRDC
RDC 4A: 131
RDC 4B: 132
RDC 5A: 151
RDC 5B: 152
LOCATION OF LGERS CPIOMS AND LGRDC’S
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0013
For training purposes only!
LGERS CPIOMs
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Extension and Retraction
Hydraulic Supply and Control
For training purposes only!
Movement of gears and doors is by linear hydraulic actuators,
which are supplied from the green and yellow hydraulic
systems. The green aircraft hydraulic system powers the NLG
and the WLG. The yellow aircraft hydraulic system powers the
BLG.
The extension/retraction system actuation concept in each
circuit is similar. Each of the three gear configurations (NLG,
WLG and BLG) has its own dedicated circuit for the operation of
gears and doors.
The hydraulic circuits encompass:
-
-
-
selector valves to direct gear extend/retract and door
open/close operation
hydraulic actuators for the operation of gears and doors
cut-out valves to isolate the LGERS hydraulic circuit from
the main hydraulic supply and vent to return in case of
emergency operation
vent valves to prevent hydraulic lock in gear and door
actuators in case of emergency operation
door bypass valves to bypass door actuators and isolate
them from door close pressure to allow ground door
opening
several passive components, i.e. hydraulic fuses (to prevent
system fluid depletion) and check valves.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0014
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Extension and Retraction
DOOR
Bypass
DOOR
SEL.
M
SEL
ACT
PR Val
UL
DL
P.T. Ctrl Man
S-Off
Electrical Motor
M
Ground Door-Opening
Mechanism
Green Hydraulic circuit
Yellow Hydraulic circuit
Selector Valve
Actuator
M
M
L/G
SEL.
UL
NOSE
L/G
ACT.
DL
M
M
DOOR
ACT.
Vent
M
CUT-OUT
ATA 32-50
NWS
NLG Bay
Lower Centre Fuselage
Pressure Relief Valve
Uplock
Downlock
Section 15/21 Belly Fairing
Pitch Trimmer Control
Shut-Off Valve
ATA 27
SLAT PCU
TO ATA 29
GREEN LP CENTRE
MANIFOLD
NOSE LANDING GEAR EXTENSION / RETRACTION SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0015
For training purposes only!
DOOR
ACT.
DOOR
UL
32 – Landing Gear
AIRBUS TRAINING
Extension and Retraction
Free Fall Extension
In the event, that the Normal System is not available, the Free
Fall System gives an alternative and independent method for
the release of the gears and doors from their up-locks.
A380-800 General Familiarization
valve connects the actuator's port lines to return, allowing
expulsion of excess fluid and so preventing hydraulic lock.
There is a vent valve for each individual gear bay (NLG, L WLG,
R WLG, L BLG and R BLG). It is installed in parallel to the
gear/door actuators. Like the cut-out valves, the vent valves are
driven electrically.
For training purposes only!
On A380, the use of a purely electrical system that does not use
any mechanical linkages or pulleys has been adopted.
The free fall system is electrically operated.
The timed power switching sequence is executed electronically
by a module called the Free Fall Control Module (FFCM). The
timing is chosen such, that there is no clashes between gears
and doors at any gear bay. The FFCMs electrically control the
door and gear uplocks and the cutout and vent valves.
The emergency system is kept independent of the Integrated
Modular Avionics (IMA) environment.
This independence makes sure, that a failed normal system
cannot prevent the operation of the emergency system.
Cut out valves disconnect the hydraulic power supply from the
landing gear hydraulic circuits. There is a cut out valve for each
gear group (NLG, WLG and BLG) situated downstream of the
hydraulic circuit's priority valve and upstream of the door and
gear selector valves.
By the actuation of this element the entire hydraulic circuit is
made pressure free and doors/gears can move freely even if the
doors or gears selectors valves fail in the retract position.
The cut out valves are operated electrically.
Vent valves connect gear and door actuators' hydraulic ports,
thereby allowing free circulation between the actuator's
chambers and preventing cavitations. Simultaneously the vent
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0016
32 – Landing Gear
AIRBUS TRAINING
Extension and Retraction
DC1
A380-800 General Familiarization
DCEss
Cockpit
Switches
FFCM 2
Inner
For training purposes only!
FFCM 1
Inner
Outer
Outer
FREE FALL ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0017
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Braking System
2.3 Braking System
-
safe retardation of the aircraft during taxiing, landing
phases and rejected take-off's
prevention of unwanted motion of the wheels when parked
and during ground engine tests
to arrest rotation of the wheels after take off prior to their
retraction into the landing gear bays
control of the direction of the aircraft when on the ground by
means of differential Braking demands
The brake control system has these functions:
-
The Emergency Braking Control Unit (EBCU) controls the
emergency braking function independently of IMA and can
control individual gear groups.
The green hydraulic power supplies wing gear braking and the
yellow hydraulic supplies body gear braking. If there is a failure
of one central hydraulic supply, the related circuit switches to
two Local Electrical Hydraulic Generators (LEHGs) that replace
the defective hydraulic source.
During the normal and back-up braking modes anti-skid, autobrake, pedal braking and park brake functions are available
without loss of performance. The Back-up braking mode is
distributed between left and right gears to keep a symmetrical
design.
Further emergency braking and park braking without central or
back-up hydraulic generators is given from accumulators.
auto-brake
pedal braking
antiskid
park brake
retraction braking
brake temperature monitoring
system performance monitoring
BITE
The BCS uses hydraulically actuated brake units and electrically
commanded hydraulic valves. The BCS shares Integrated
Modular Avionic (IMA) modules (CPIOM G) with the other ATA
32 systems including the Steering Control System (SCS).
Remote Data Concentrator (RDC) 2 and 3 are also used by the
SCS for BLG steering.
© Airbus Training Center Hamburg
The BCS is supplied by the A/C hydraulic and electrical supply
systems and has interfaces with the cockpit controls, displays
and the brake pedals.
It is possible to recharge the accumulators by the local hydraulic
generators and this prevents cycling the central hydraulic
system.
June/01/2004 – SZu
ATA 32 – Page 0018
For training purposes only!
The role of the Brake Control System (BCS) is to give control of
all BLG and WLG wheel brake units thereby enabling:
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Braking System
BCS avionic architecture
SIDE 1
CPIOM -G1
COM
SIDE 2
CPIOM -G3
MON
CPIOM -G2
COM
CPIOM -G4
MON
ARINC 429
RDC 1
WLG
RDC 2
RBLG
EBCU
RDC 3
LBLG
LEHGS: Local Electrical Hydraulic Generator System
IMA: Integrated Modular Avionics
Analogue
BCS functional modes
1
2
9
10
11
12
3
4
5
6
13
14
15
16
7
8
17
18
19
20
WLG
HYDRAULIC
SUPPLY
Normal
IMA Side 1
Alternate
IMA Side 2
RBLG
AFDX: Avionics Full Duplex Switch (Ethernet)
LEHGS
COM: Command
EBCU: Emergency Brake Control Unit
LBLG: Left Body Landing Gear
MON: Monitor
Accumulators
RBLG: Right Body Landing Gear
RDC: Remote Data Concentrator
WLG: Wing Landing Gear
BCS AVIONICS ARCHITECTURE AND FUNCTIONAL MODES
© Airbus Training Center Hamburg
CONTROL
SYSTEM
WLG
A/C Hydraulics
LBLG
SYSTEM
MODE
June/01/2004 – SZu
Emergency
EBCU
ATA 32 – Page 0019
For training purposes only!
AFDX
AIRBUS TRAINING
32 – Landing Gear
ABSELV: Alternate Brake Selector Valve
LLV: Load Limit Valve
NBSELV: Normal Brake Selector Valve
Braking System
A380-800 General Familiarization
PRV: Pressure Regulation Valve
PT: Transfer Pressure
SOV: Shut-Off Valve
T: Temperature
A/C return line
M
ACCU
SOV
ABSELV 1
LLV
ABSELV
LLV
LLV
LLV
LLV
LLV
F
PT
PT
PRV
PRV
PT
LLV
ACCU
Tank
PT
NBSELV
LEHGS
F
F
PT
PT
Normal
WLG LH
F
F
PT
PT
F
F
PT
PT
T
T
T
Alternate
Shuttle Valve
F
PT
Shuttle Valve
Shuttle Valve
T
LLV
Normal
T
T
T
T
WLG RH
Shuttle Valve
WLG BRAKING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0020
For training purposes only!
From A/C
green
hydraulic
supply
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Braking System
PBSELV: Parking Brake Selector Valve
A/C return line
M
LEHGS
PT
NBSELV
ACCU
ACCU
Tank
PT
PT
PRV
PRV
SOV
From A/C
yellow
hydraulic
supply
ABSELV
ABSELV
PT
PBSELV
PBSELV
LLV
LLV
LLV
LLV
F
F
F
PT
PT
LLV
F
PT
Shuttle Valve
PT
LLV
F
PT
LLV
F
PT
LLV
F
PT
LLV
F
PT
Shuttle Valve
PT
T
T
T
T
LLV
LLV
F
F
F
PT
PT
Normal
T
Alternate
LH
LLV
PT
F
Normal
T
NBSELV
SOV
RH
T
T
T
T
T
T
BLG BRAKING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0021
For training purposes only!
From A/C
yellow
hydraulic
supply
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
ACPT: Accumulator Pressure Transmitter
LEHGS: Local Electrical Hydraulic Generation System
Braking System
Accu
Pressure
signal
LDG lever
ECU
ACPT
M
Brake Circuit
Reservoir
LEHGS
ALTERNATE BRAKING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0022
For training purposes only!
ECU: Electrical Control Unit
M: Electrical Motor
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
Braking System
ALTERNATE
BRAKING
EMERGENCY
BRAKING
PARK/ULTIMATE
BRAKING
Control Unit
CPIOM G and Remote Data
Concentrators (RDCs)
CPIOM G and Remote Data
Concentrators (RDCs)
Emergency Brake Control unit
Park Brake Switch
Hydraulic Power Supply
Aircraft Centralised
hydraulic system
Alternate hydraulic Power
supply:
(LEHGS and/or Accumulator)
Alternate hydraulic Power
supply:
(LEHGS and/or Accumulator)
Accumulator
Electro-Hydraulic
Equipment
Dedicated Normal Braking
Equipment
Alternate / Emergency
Braking Equipment
Alternate / Emergency
Braking Equipment
Dedicated Park Braking
Equipment
Functions available
Auto-brake
Differential braking
control by pedal orders
Anti-skid
Braking at L/G
retraction
Auto-brake
Differential braking
control by pedal orders
Anti-skid
Differential braking
control by pedal orders
with a specific pressure
limit
Park pressure on the
BLG
Limited pressure on the
BLG & WLG in case of
ultimate braking only
BRAKING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0023
For training purposes only!
NORMAL BRAKING
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Steering
The role of the Steering Control System (SCS) is to give control
of the aircraft direction when on ground in response to pilot
demands or autopilot demands through the Nose Wheel
Steering (NWS) and Body Wheel Steering (BWS) systems
thereby enabling safe maneuvering of the aircraft during:
-
taxiing
landing phases
take-off
Rejected Take-Off (RTO)
The SCS shares IMA modules (CPIOM G) with the other ATA
32 systems.
The IMA modules control the NWS directly and control the BWS
indirectly through the RDCs. The RDC 2 controls the Right hand
BLG (RBLG), the RDC 3 controls the Left hand BLG (LBLG).
BWS is also used during push back and during towing of the
aircraft.
The operating principle of the SCS uses hydro-mechanical
actuators for steering and electrically commanded hydraulic
valves for control. Normal or alternate steering control is
commanded by the use of the Captain or First Officer’s handwheel in the cockpit or the rudder or autopilot system and
controlled by the Integrated Modular Avionics (IMA) modules
and the Remote Data Concentrators (RDCs).
The nose wheel steering is powered from the green hydraulic
system with a local back-up in case of failure. The body gear
has rear axle steering powered by the yellow hydraulic system.
The nose wheel steering demand is a function of the handwheel position, rudder pedal demand, aircraft speed and aircraft
status. Nose wheel steering is got by push pull actuators on the
nose gear.
© Airbus Training Center Hamburg
The nose wheel steering can be deactivated by a towing switch
positioned on the nose gear.
The rear axle steering on the body gear operates during taxi
maneuvering and pushback maneuvers; during towing it is only
available if power is applied to the A/C through the tow truck, if it
is not available it remains locked in the central position.
The SCS is supplied by the A/C hydraulic and electrical supply
systems and has interfaces with the cockpit controls, displays.
Normal Steering
The CPIOMs interface directly with the NWS system, which is
powered from the green hydraulic system. The RDCs interface
with the BWS systems, which are powered from the yellow
hydraulic system. BWS operates as a function of NWS angle.
Alternate Steering
The Alternate steering system uses the back-up hydraulic
generation system (LEHGS) to give hydraulic power to the NWS
system.
The Alternate NWS system is still controlled by the IMA
modules.
June/01/2004 – SZu
ATA 32 – Page 0024
For training purposes only!
2.4 Steering
AIRBUS TRAINING
32 – Landing Gear
Steering
FCPC
Maintenance
system
Warning
system
CPIOM
IMA
IRDC
Discrete
signals
For training purposes only!
ADIRU
A380-800 General Familiarization
SelV
Lock
H
C
B
EH
SV
Green
Hyd Sys
SelV
Sel
V
Steering
EH
SV
H
C
B
Shuttle
Valve
SelV
ALT
SelV
M
Swivel
Valve
EH
SV
Back-up
Pwr
SelV
Steering
H
C
B
Yellow
Hyd Sys
Sel V Lock
ADIRU: Air Data Inertial reference Unit
CPIOM: Core Processing Input Output Module
EHSV: Electrical Hydraulic Selector Valve
FCPC: Flight Control Primary Computer
HCB: Hydraulic Control Block
IRDC: Integrated Remote Data Concentrator
SelV: Selector Valve
STEERING SYSTEM GENERAL
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0025
AIRBUS TRAINING
32 – Landing Gear
A380-800 General Familiarization
ECU: Electrical Control Unit
LEHGS: Local Electrical Hydraulic Generation System
Steering
NLG: Nose Landing Gear
SOV: Shut-Off Valve
NLG
ATTACHED
EQUIPMENT
Steering
Actuators
Hydraulic
control
block
Servo
valve
Swivel SOV
ECU
LEHGS
Normal SOV
Shuttle Valve
Back-up SOV
Back-up
System
M
BELLY FAIRING SECTION 15 – 21
To ATA 29
Green HP
and LP
manifolds
NLG STEERING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0026
For training purposes only!
NLG BAX SECTION 11-12
AIRBUS TRAINING
32 – Landing Gear
Steering
A380-800 General Familiarization
BLG: Body Landing Gear
SOV: Shut-Off Valve
L.H. BODY LANDING GEAR BAY
SERVO
VALVE
STEERING
S.O.V
STEERING
ACTUATOR
BLG MOUNTED
EQUIPMENT
SERVO
VALVE
HYD
CONTROL
BLOCK
LOCK
S.O.V
STEERING
S.O.V
STEERING
ACTUATOR
HYD
CONTROL
BLOCK
LOCK
S.O.V
ATA
29 EMP
ATA
29
BAY
MOUNTED
STEERING
S.O.V
TO ATA29
YELLOW H.P +
L.P MANIFOLDS
BLG STEERING SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0027
For training purposes only!
BLG MOUNTED
EQUIPMENT
R.H. BODY LANDING GEAR BAY
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
32 – Landing Gear
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0028
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Steering
CPIOM G1, G3 (2312VU)
CPIOM G2, G4 (2411VU)
SIDE 1
CPIOM -G3
COM
SIDE 2
CPIOM -G1
MON
CPIOM -G4
COM
BWS: Body Wheel Steering
CPIOM: Core Processing Input Output Module
COM: Command
EBCU: Emergency Brake Control Unit
IRDC: Integrated Remote Data Concentrator
LBLG: Left Body Landing Gear
MON: Monitor
IRDC 2
RBLG
IRDC 3
LBLG
CPIOM -G2
MON
NWS
Control
BWS
Control
NWS: Nose Wheel steering
RBLG: Right Body Landing Gear
SCS AVIONICS ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0029
For training purposes only!
EBCU (2513VU)
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
The landing gear systems use the shared resources of the
aircraft Integrated Modular Avionics (IMA) (see ATA-42)
architecture. Components and software are added to meet
specific requirements.
A twin-coil baulk solenoid locks the L/G lever when the A/C is
on the ground.
For training purposes only!
In the cockpit, standard menu operated display surfaces show
landing gear status.
In addition there is a control panel which controls some of the
landing gear functions through
-
a landing gear control lever
emergency extension switch and
auto-brake selection switch.
Additional independently operated, landing gear related status
indications are given.
Pedal braking and limited authority steering is available through
the rudderbar.
There is a park brake switch installed on the center pedestal.
Hand-wheels are available next to each pilot for taxi
maneuvering.
At the nose gear a switch disconnects the steering system
during towing. The status of the nose and body steering
together with braking status is also shown to ground service
personnel.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0030
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Landing Gear Gravity Extension
Handle on Control Panel 1311VU
Landing Gear System Control
and Indicating Panel 1312VU
For training purposes only!
First Officer Steering
Hand-Wheel
Captains Steering
Hand-Wheel
LANDING GEAR SYSTEM CONTROL PANELS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0031
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
32 – Landing Gear
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0032
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
1311 VU
For training purposes only!
1312 VU
LANDING GEAR SYSTEM CONTROL PANELS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0033
32 – Landing Gear
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
The interface from the Landing Gear Extension and Retraction
System (LGERS) and the Control and Display System (CDS) in
normal case shows these parameters on the WHEEL page:
-
gear position
L/G control message
door position
For training purposes only!
Four Landing Gear Remote Data Concentrators (LGRDCs) (two
per side) supply ground/flight and gear position data to other
aircraft systems.
The LGRDCs on Side 1 operates the cockpit gear down-lock
indicators.
In addition to the landing gear control & indication functions, the
LGRDCs also include interfaces for:
-
BTMS - Brake Temperature Monitoring System
steering control (steering locked indication – body gears)
TPIS – Tyre Pressure Indication System
oleo temperature & pressure monitoring
monitoring of actuator positions in the landing gear free-fall
system.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0034
AIRBUS TRAINING
A380-800 General Familiarization
LGERS
Control and Indicating
BLG
LGRDC
5A LGERS
BLG
LGRDC
5B LGERS
NLG
Oleo Mon
TPIS BTM
Oleo Mon
TPIS BTM
LH WLG
NLG/WLG
LGRDC
4A LGERS
NLG/WL
G LGRDC
4B
Oleo Mon
TPIS BTM
LGERS
Oleo Mon
RH WLG
For training purposes only!
32 – Landing Gear
RH BLG
LH BLG
AFDX
T.O.
CONFIG
9 9
C/L
ENG
BLEED PRESS EL/AC
APU
COND DOOR EL/DC
UNDO
CLEAR
CLEAR
EWD
FUEL
OFF
EMER
CANC
HYD
C/B
ALL
WHEEL F/CTL
VIDEO
STS
MORE
RCL
CLEAR
SD
VIDEO
CA
Status of landing gear extension / retraction
ABN
PROC
BRT
ZONE
M
OFF
BRT
WHEEL PAGE ON ECAM DISPLAY UNIT
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0035
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
32 – Landing Gear
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 32 – Page 0036
AIRBUS TRAINING
Lights – Content
For training purposes only!
33
A380-800 General Familiarization
Page
1. General ................................................................... 2
2. System Description ................................................. 4
2.1 Cockpit Lights .................................................... 4
2.2 Cabin Lights ....................................................... 6
2.3 Emergency Lights ............................................ 10
2.4 Cargo and Service Compartment Lights.......... 12
2.5 Exterior Lights .................................................. 16
3. Control and Indicating ........................................... 18
3.1 Cockpit Lights .................................................. 18
3.2 Cabin Lights ..................................................... 20
3.3 Emergency Lights ............................................ 24
3.4 Exterior Lights .................................................. 26
© Airbus Training Center Hamburg
June/01/2004 – MoH
ATA 33 – Page 001
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Lights System Introduction
1. General
-
Cockpit Lights (Flight Deck Lights / Cockpit Lights)
Cabin Lights
Emergency Lights
Cargo- and Service Compartment Lights
Exterior Lights.
COCKPIT LIGHTS
The cockpit lighting system has general-, instrument illumination
and annunciator lights. There is a test function for the annunciator lights.
CABIN LIGHTS
The cabin lighting system, controlled by the Cabin Intercommunication Data System (CIDS), through the Flight Attendant
Panel (FAP), gives illumination for these areas:
-
cabin, entry areas and lavatories
lavatory occupied signs
passenger reading lights
attendant work lights
SIGNS FOR PASSENGER INFORMATION
Signs for information of the passengers:
-
NO SMOKING (NS)
FASTEN SEALT BELT (FSB)
RETURN TO SEAT (RTS)
NO PORTABLE ELECTRONIC DEVICE (PED)
© Airbus Training Center Hamburg
These signs are installed all along the cabin above the passenger seats and in the lavatories. They are illuminated through the
CIDS, either by the related pushbutton switches in the cockpit or
when an excessive cabin depressurization occurs.
CARGO COMPARTMENT LIGHTS
The forward and aft cargo compartments have a separate lighting circuit. The loading area lights are installed to give sufficient
illumination near the cargo doors. All lights are installed so that
they will not be damaged by cargo, or create fire.
SERVICE COMPARTMENT LIGHTS
The service compartments are: the wheel wells, hydraulic- and
equipment compartments, air conditioning compartment, avionics- and APU compartments. These compartments have manually controlled dome lights. Electrical outlets in the different
compartments permit portable lamps to be used.
EXTERIOR LIGHTS
The exterior lighting system controlled directly by the exterior
light panel in the cockpit fulfils different functions such as:
-
illumination of the runway and taxiway
illumination of the wing leading edges and engine air intakes
reducing collision risks in flight and on ground
providing lighting for the taxi aid camera
illuminating the company logo on each side of the vertical
stabilizer.
Strobe lights help to reinforce the anti collision function in flight.
June /01/2004 – MoH
ATA 33 – Page 002
For training purposes only!
The aircraft lighting system gives internal and external illumination. The lighting system has these subsystems:
AIRBUS TRAINING
33 – Lights
A380-800 General Familiarization
Lights System Introduction
CABIN COMPARTMENT
CARGO COMPARTMENT
CONTROL
AND
INDICATING
SERVICE COMPARTMENT
EXTERIOR
EMERGENCY
GENERAL OVERVIEW
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 003
For training purposes only!
COCKPIT
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cockpit Lights
2. System Description
2.1 Cockpit Lights
INTEGRAL LIGTHS
All instruments are integrally lit except of the Liquid Crystal Displays (LCDs) in the main-instrument-panel. All designations and
schematics on the Cockpit-Panels (overhead-panel, centerpedestal etc.) are integrally lit. There are controls for to dim the
integral lights individual on the different cockpit-panels.
with a control switch located on each side of the maininstrument-panel and beside the maintenance working station.
READING LIGHTS
Individual reading lights are installed at the Captain-, First Officer- and Observer-stations. Each reading light has a dimming
control located near the light itself. Map/chart holder lights are
installed at the Captain and First Officer stations.
ANNUNCIATOR LIGTHS
A switch is installed on the overhead-panel to control the
BRIGHT-, DIM- and TEST-function of all annunciator lights.
PANEL FLOOD LIGTHS
White lights, with step-less dimming controls are used to give
homogeneous illumination of the main-instrument-panel and the
center-pedestal.
OTHER AREA LIGHTING
Briefcase-stowage-, side-console- and floor-lighting is installed
at the Captain, the First Officer and at the Observer stations
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 004
For training purposes only!
GENERAL ILLUMINATION
Dome-lights are installed to give general cockpit illumination.
They are controlled by a switch located on the overhead-panel,
including dimming function.
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cockpit Lights
COCKPIT LIGHTS
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 005
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Lights
2.2 Cabin Lights
On customer request there is a possibility to add reflectors for
an increased light output and/or replace the single IBUs by double IBUs for mood lighting or special coloured effects.
The fluorescent tubes are installed on the overhead stowage's
under the ceiling panels and below the overhead stowage’s to
illuminate the window panels.
The IBUs are connected to the Cabin Intercommunication Data
System (CIDS). The cabin illumination is controlled from the
Flight Attendant Panel (FAP) of the CIDS.
The spot lights are controlled by the CIDS through SALSAs.
The light intensity is automatically dimmed in the cockpit access
area if the cockpit door is open with engines running.
LAVATORY LIGHTS
General illumination in the lavatories is realized with fluorescent
tubes. Additional LED-spot-lights for the mirror and wash table
are installed.
When the lavatory is unlocked, the lighting is dimmed to 50%
brightness. It goes to full brightness, when the door is closed
and locked. For maintenance purpose the logic can be overridden from the FAP to set all lavatory lights to 100% brightness.
One Lavatory Interface and Light Adaptor (LAILA) is installed in
each lavatory to enable control through the CIDS.
SPOT LIGHTS
The purpose of the spotlights is to illuminate cabin areas where
general lights are not installed or where special attraction is
necessary (e.g. airline-logo). As a standard solution LED spot
lights are used in entry areas, cross aisle and staircase areas.
The direct down lights are focused to the area to be illuminated.
Spotlights are dimmable like the general cabin-illumination.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 006
For training purposes only!
GENERAL ILLUMINATION
For general cabin illumination four light-strips in the upper deck
and six light-strips in the main deck are installed. Each light-strip
is made of several Integrated Ballast Units (IBUs). One fluorescent tube is installed in each IBU (single ballast unit Æ standard
installation). The IBUs are dimmable from 1% to 100% brightness for each cabin-zone separately. They are noise free under
operational condition.
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Lights
*) Option: Double BALLAST UNIT
(IBU)
LIGHTING STRIP
[made of BALLAST UNITS *)]
CABIN LIGHTS
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 007
For training purposes only!
Single Ballast Unit (IBU)
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
STAIRCASE LIGHTING
The staircase lighting is divided into spot lights supply through
the Spot Array Light Supply Adapter (SALSA) and additional
Under step LED Lights (ULLIs). The ceiling of the cockpit staircase is lighted by a short single IBU.
As an option the forward and aft staircase can be illuminated by
a Contour LED Light (COLLI). The COLLI has LED tubes, which
follow the staircases ceiling contour. To get an indirect illumination the tubes are hidden behind the staircases sidewall covers.
The ULLIs are installed under each step in the staircases and
cockpit stairs. One STELLA is necessary per staircase to supply
the ULLIs with 28VDC power.
For the COLLIs a total of three STELLAs are installed. Two in
the forward staircase and one in the aft staircase.
Emergency Lights are integrated in each ULLI-strip.
PASSENGER READING LIGHTS
The Passenger LED Reading Lights (LRL) are illuminating a
limited area in front of the seated passenger. They are installed
in the Passenger Service Unit (PSU). For each passenger seat
at least one LRL is installed in the PSU to let a seated person
read without aid of another source of light. They are fixed in different angles aligned with the concerning seat to minimize the
disturbance of the neighbouring passenger.
ATTENDANT WORK LIGHTS
The Attendant Work Lights (AWL) illuminate special working areas for the flight attendants and the attendant seats. As a direct
down light, it is technical compatible with a Passenger LED
Reading Light. The AWLs are manually adjustable at an angle
of +/- 25° and can be individually switched on and off by the
user.
Attendant Work Lights are supplied by Stand-alone Passenger
Interface Supply Adaptors (StA PISA). Each StA PISA is controlled by the CIDS.
PASSENGER SIGNS
The Passenger information signs are installed in the cabin and
in the lavatories:
1. NO SMOKING- and FASTEN SEAT BELT signs (NS/FSB)
are installed in the cabin (PSU) and in the galley areas.
2. RETURN TO SEAT signs (RTS) are installed in each lavatory
3. LAVATORY OCCUPIED signs are installed in the cockpit
and in the cabin in the area of the lavatories.
4. Portable Electronic Devices signs (PED) are installed in the
Passenger Service Unit (PSU).
The passenger signs are controlled by the CIDS.
The LRLs are controlled by the CIDS.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 008
For training purposes only!
Cabin Lights
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Lights
Staircase
Staircase
Standard Cabin Lighting
COLLI: Contour LED Light
ULLI: Under step LED Light
Staircase
ULLI
CABIN LIGHTS (CONT’D)
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June /01/2004 – MoH
Staircase
ATA 33 – Page 009
For training purposes only!
COLLI
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Emergency Lights
In case of loss of AC-NORMAL-BUSES the normal cabin illumination is lost. Several EMERGENCY LIGHTS are installed in
the cabin to give general cabin-lighting and to show the exitdoors in this situation.
4. EMERGENCY EXIT SIGNS
EXIT-location and EXIT-marking signs show the location of
the exit-doors. These signs are controlled from the EPSUs
and in normal operation from the NO SMOKING P/B switch
in the cockpit.
The whole system is controlled and supplied from the EMERGENCY POWER SUPPLY UNITs (EPSU). The EPSUs are installed above each cabin-door and at other locations. The EPSUs are able to supply all EMERGENCY LIGHTs for a minimum
of 10 minutes. (A380-800: 18pcs EPSU)
5. SLIDE EMERGENCY LIGHTS
An evacuation slide illumination is part of each slide. It gives
sufficient illumination to show the evacuation path and
ground threshold of each slide.
The operation of the system depends on the position of the control switch in the cockpit (overhead-panel) and of the control
switches on the Flight Attendant Panels (FAP) in the cabin.
The system has these lights:
1. CABIN EMERGENCY LIGHTS
LED lights are installed in the ceiling panels.
2. EMERGENCY ESCAPE PATH MARKING SYSTEM
(EEPMS)
Different systems are available on customer-request. Seatmounted or floor-mounted lights show the escape path
along the aisle to the emergency exit-doors.
3. LAVATORY EMERGENCY LIGHTS
One LED light is installed to give illumination.
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June /01/2004 – MoH
ATA 33 – Page 0010
For training purposes only!
2.3 Emergency Lights
AIRBUS TRAINING
33 – Lights
A380-800 General Familiarization
For training purposes only!
Emergency Lights
Upper Deck
A3XX 100 3c stat12 up
A3XX 100 3c stat 12 main
Main Deck
Spot Light with Emergency Light
Spot Light
SALSA
EMERGENCY LIGHTS
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0011
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cargo- and Service-Compartment-Lights
2.4 Cargo and Service Compartment Lights
For training purposes only!
CARGO COMPARTMENT LIGHTING
A separate lighting system is installed in each cargo compartment. Each cargo hold has a sufficient light level to allow easy
control the latching system. The loading area lighting is sufficient to permit reading of labels on the ground loading equipment placed near the cargo door. The lighting in each cargo
door is controlled by a switch found adjacent to the cargo compartment door.
SERVICE COMPARTMENT LIGHTING
Dome lights are installed for the illumination in the following
areas:
• Radome– and Front Fairing Lighting
• Avionics- Compartments
• Belly Fairing Lighting
• Landing Gear Bay
Wing installed taxi camera lights (see exterior lights) are
switched ON together with the MLG wheel lighting.
• Hydraulic-Compartments
• Air Conditioning- Compartments
• APU- Compartments
Electrical sockets are installed for portable lamps in the service
compartments.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0012
AIRBUS TRAINING
33 – Lights
A380-800 General Familiarization
Cargo- and Service-Compartment-Lights
Radome, Front Fairing and Nose Landing Gear Bay lighting
Main Landing Gear Bay lighting
Belly Fairing lighting
Nose Landing Gear Wheel lighting
For training purposes only!
APU compartment dome light
APU compartment
AFT cargo compartment
FWD cargo compartment
CARGO- AND SERVICE COMPARTMENT LIGHTS
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June /01/2004 – MoH
ATA 33 – Page 0013
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
33 – Lights
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June /01/2004 – MoH
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33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Cargo- and Service-Compartment-Lights
Frame 5
Light Source
Frame 10
For training purposes only!
Landing
gear bay
Frame 16
MAIN AVIONICS BAY
CARGO- AND SERVICE COMPARTMENT LIGHTS
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June /01/2004 – MoH
ATA 33 – Page 0015
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Exterior Lights
TAXI- and TAKE OFF LIGHTS
Two fixed position taxi lights are installed on the wing leading
edge to give illumination of the runway during taxi and take-off
phases. Three take-off lights are installed on the nose landing
gear to give illumination of the runway during take-off phases.
The taxi and take-off lights are controlled by the NOSE switch.
STROBE LIGHTS
The strobe light system (anti-collision function) has high intensity synchronized white strobe lights, one in each wing tip leading edge and one rear facing in the tail cone. They flash in alternate synchronization with the red anti-collision lights. They
are controlled by the STROBE switch.
RUNWAY TURN-OFF LIGHTS
Two fixed-position lights are installed on the nose landing gear
to give a wide light beam for side and forward illumination of the
taxiway. The lights are controlled by the RWY TURN OFF &
CAMERA switch.
NAVIGATION LIGHTS, OBSTRUCTION LIGHTS
The navigation light circuit has:
1. two forward-facing navigation lights, one installed in each
wing tip leading edge (RH: green, LH: red)
2. one rearward-facing navigation light (white), installed in the
tail cone.
TAXI CAMERA LIGHTS
Two taxi camera lights are installed on each side of the forward
fuselage to illuminate the nose landing gear and the area
around it. Two taxi camera lights are also installed under each
wing to illuminate the main landing gears and the area around
it. The lights are controlled by the RWY TURN OFF & CAMERA
switch.
Two obstruction lights are installed, one on each Wingtip. The
obstruction lights are automatically switched off in flight.
The navigation lights and the obstruction lights are controlled by
the NAV switch.
LANDING LIGHTS
Four landing lights are installed, two in each wing root leading
edge. They are controlled by a LAND switch.
WING AND ENGINE SCAN LIGHTS
Four fixed-position wing- and engine scan lights are installed,
two on each side of the fuselage, to permit visual determination
of ice by the flight crew. The lights are controlled by the WING
switch.
BEACON LIGHTS
Three red beacon lights (anti-collision function) are installed,
two on the upper and one on the lower side of the fuselage at
the aircraft center line. They are controlled by the BEACON
switch.
LOGO LIGHTS
One logo lights is installed on each side of the horizontal stabilizer to illuminate the company logo on each side of the vertical
stabilizer. They are controlled by the LOGO switch.
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June /01/2004 – MoH
ATA 33 – Page 0016
For training purposes only!
2.5 Exterior Lights
AIRBUS TRAINING
33 – Lights
A380-800 General Familiarization
Exterior Lights
LOGO LIGHTS (RH/LH)
TAXI CAMERA LIGHTS
located above the Nose
Landing Gear in the
fuselage (RH/LH)
TAXI CAMERA LIGHTS located above the
main landing gear in the wing (RH/LH)
TAKEOFF, TURNOFF LIGHTS LOCATED
ON NOSE LANDING GEAR
LANDING LIGHTS x2 (RH/LH)
TAXI LIGHT x1 (LH/RH)
WING/ENGINE SCAN LIGHTS (RH/LH)
EXTERIOR LIGHTS
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June /01/2004 – MoH
ATA 33 – Page 0017
For training purposes only!
NAVIGATION (POSITION) LIGHTS
& STROBE LIGHTS
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
3.1 Cockpit Lights
CENTER PEDESTAL
The light intensity of the flight-deck instrument-panel integral
lighting is controlled by the INT LT rotary knob located on panel
1117VU.
OVERHEAD PANEL
In the internal light part (INT LT) of the overhead panel 1215VM
are the annunciator light switch (ANN LT), the STORM LT
switch and the ICE IND switch located.
The ANN LT switch has 3 position: TEST, BRT, DIM. In the
TEST position all the annunciator lights on the various pushbuttons and displays come on with maximum brightness.
In the BRT position the annunciator lights and the displays
show with 100% brightness. In the DIM position the annunciator
lights and the displays are dimmed.
In storm condition, with the STORM switch in the ON position,
the light intensity is maximum for the instrument panels.
The light intensity of the main panel flood lighting is controlled
by the MAIN PNL FLOOD LT knob located on panel 1117VU.
The light intensity of the center pedestal flood lighting is controlled by the PEDESTAL FLOOD LT knob located on panel
1117VU.
MAIN INSTRUMENT PANEL
The light intensity for the Captain (CPT) and First Officer (F/O)
console and floor area is controlled by the CONSOLE AND
FLOOR LT rotary knob located on the panels 1511VU and
1512VU.
The light intensity of the Captain and F/O reading lights are controlled by the READING LT rotary knob located on the panels
1511VU and 1512VU.
The light intensity of the reading light for the third occupant is
controlled by the READING LT rotary knob. The reading light
and the related knob is located on the overhead panel 1552VU.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0018
For training purposes only!
GENERAL
All system controls are located on different panels:
1. overhead panel
2. main instrument panel
3. center pedestal
33 – Lights
Control and Indicating
AIRBUS TRAINING
A380-800 General Familiarization
Overhead Panel
0
-400
-800
1200
2500
For training purposes only!
-1500
800
Main
Instrument
Panel
Center
Pedestal
LIGHTS CONTROL PANEL
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June /01/2004 – MoH
ATA 33 – Page 0019
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.2 Cabin Lights
GENERAL
For training purposes only!
All cabin lights are operable during all flight phases. All cabin
lighting functions are monitored and controlled by the Cabin Intercommunication Data System (CIDS) through the Flight Attendant Panel (FAP). Illumination control is also available
through additional mini-FAPs.
All parts of the cabin illumination may participate in predefined
light scenarios. The necessary configuration data is programmed in the Cabin Assigned Module (CAM) in the FAP.
In case of a total loss of the serial data bus system of the CIDS,
the white cabin general lighting is turned automatically to 100%
brightness, independent of all previous settings. A partial loss
(loss in one or several zones) of the serial bus system will set
the general illumination in the respective zone to 100% brightness, irrespectively of the pre-selected mode.
When entering the A/C with lights in “MAIN OFF” status, the
flight crew can illuminate the way to the cockpit with a single
switch. This cockpit way light should be used only in that situation and not during normal operation. The cockpit way light is
battery powered from the Emergency Power Supply Unit
(EPSU) at door 1, it will turn off automatically after 2-3 minutes.
For scenario lighting the upper- and main deck can be separated each into 8 ZONES. 24 additional ROOMS, including entry areas, can be defined per deck without location limitation.
Each zone and room can be individual scenario controlled.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0020
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
CABIN LIGHT CONTROL SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0021
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Control of Cabin-Lights through FAP
LIGHTS PUSH BUTTON
When the LIGHTS push button (P/B) is pushed, the CABIN
LIGHTING page shows on the FAP.
For training purposes only!
MAIN LIGHTS PUSH BUTTON
When the MAIN ON/OFF P/B is set to ON, all cabin and entry
lights are illuminated at full brightness.
ENTRY LIGHTS PUSH BUTTON
The ENTRY BRT, DIM 2, DIM 1 P/Bs control the intensity of
the entry area lights.
WINDOW AND AISLE PUSH BUTTON
The window (WDO) and AISLE P/Bs control the intensity of the
window- and aisle lights.
CABIN PUSH BUTTON
The FIRST CLASS, BUSINESS CLASS and TOURIST CLASS
BRT, DIM 2, DIM 1 and NIGHT P/Bs control the intensity of the
window, center hatrack and aisle lights in their related zone.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0022
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
FAP – CABIN LIGHTING UPPER DECK PAGE
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0023
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.3 Emergency Lights
The cabin- and exterior-emergency-lighting together with the
floor proximity emergency escape path marking system
(FPEEPMS) is controlled by the EMER EXIT LT switch. This
switch is located on the overhead panel 1215VM. It has three
positions (OFF, ARM, ON). In addition to the switch an OFF indicator is installed on the overhead panel. When the aircraft
power supply is available and the control switch is in the OFF
position the indicator shows OFF (amber). This indicates that
the emergency lighting system is not supplied, so the emergency lights will not be switched on even in electrical emergency configuration.
One additional control switch EMERG LT, is installed in the
cabin on every FAP. These switches are connected in parallel
to the control switch EMER EXIT LT in the cockpit. These additional switches give the possibility to set the emergency lighting
system to ON from the cabin. Each EMERG LT switch has a
protective cover to safeguard against inadvertent operation.
For training purposes only!
The emergency lighting system is controlled from the cockpit or
from the cabin.
With the control switch (EMER EXIT LT) in the ON position,
emergency lights, exit lights and escape path marking lights are
switched ON.
With the control switch in the ARM position emergency lights,
exit lights and escape path marking lights will be switched ON
automatically by the EPSUs if AC-NORMAL power is lost (electrical emergency configuration).
If the AC-ESS power (essential) is lost the emergency lighting is
powered through the batteries located in the EPSU.
With the control switch in the OFF position, emergency lights
are OFF and the amber OFF light comes on.
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0024
33 – Lights
AIRBUS TRAINING
Control and Indicating
A380-800 General Familiarization
1215VM
DITCHING
For training purposes only!
DITCHING
EMER
EXIT
EMERLT
EXIT LT
ON
ON
ARM
ARM
OFF
OFF
OFF
OFF
EMERGENCY LIGHTS – OVERHEAD PANEL 1215VM
© Airbus Training Center Hamburg
June /01/2004 – MoH
ATA 33 – Page 0025
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.4 Exterior Lights
BEACON LIGHTS
The beacon lights are controlled by the BEACON switch.
NAVIGATION LIGHTS
The navigation lights are switched on by the NAV switch during
all phases of flight and while the A/C is on the ground to give an
external visual indication of the position of the A/C and its direction in flight.
LOGO LIGHTS
The logo lights are controlled by the LOGO switch.
1. The logo lights are ON when the switch is set to the ON position.
2. In the AUTO position the logo lights are automatically
switched on when the landing gear is compressed or the
slats are extended equal or more than 20 degrees (option).
3. The logo lights are OFF when the switch is set to the OFF
position.
© Airbus Training Center Hamburg
RUNWAY TURN-OFF AND CAMERA LIGHTS
The runway turn-off and taxi camera lights are controlled by the
RWY TURN OFF & CAMERA switch.
The runway turn-off and taxi camera lights are on when the
switch is set to ON and the Nose Landing Gear (NLG) is compressed. Whenever the taxi camera lights are in operation with
the aircraft on the ground, the lower beacon light is switched off
WING AND ENGINE SCAN LIGHTS
The wing- and engine scan lights are controlled by the WING
switch.
LANDING LIGHTS
The landing lights are controlled by the LAND switch.
NOSE LANDING GEAR LIGHTS
The NLG lights are controlled by the NOSE switch.
1. With the switch in the TAXI position the taxi lights are ON.
2. With the switch in the Take Off (TO) position and the NLG
down and locked the take off lights and the taxi lights are
ON.
3. In the OFF position all lights are OFF.
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ATA 33 – Page 0026
For training purposes only!
STROBE LIGHTS
The wing-tip- and rear-strobe-lights are controlled by the
STROBE switch.
1. When the STROBE switch is set to the ON position the
strobe lights flashes.
2. In the AUTO position the strobe lights flash only if the shock
absorbers are not compressed (A/C in flight).
3. In the OFF position the strobe lights are off.
33 – Lights
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
0
-800
-1500
800
1200
For training purposes only!
-400
2500
OVERHEAD PANEL 1215VM – EXTERIOR LIGHTS CONTROL
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June /01/2004 – MoH
ATA 33 – Page 0027
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
33 – Lights
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AIRBUS TRAINING
34
A380-800 General Familiarization
Navigation – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Air Data and Inertial Reference System .............. 4
2.2 Multi Mode Receiver MMR................................ 10
2.3 Radio Navigation Aids / Radio Altimeter (RA) ... 20
2.4 A/C Environment Surveillance System (AESS) 26
2.5 Standby Navigation System (SNS) ................... 38
3. Control and Indicating............................................. 40
3.1 Air Data and Inertial Reference System ............ 40
3.2 Multi Mode Receiver ......................................... 42
3.3 Radio Navigation Aids / Radio Altimeter (RA) .. 48
3.4 A/C Environment Surveillance System (AESS) 52
3.5 Standby Navigation System (SNS) ................... 56
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 001
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Navigation System Introduction
1. General
The Navigation Equipment of the A380 consists mainly of:
•
•
•
ADIRS/MMR: Air Data and Inertial Reference System /
Multi Mode Receiver (Main Navigation Systems)
RadNav + RA: Radio Navigation Aids and Radio
Altimeters
AESS: Aircraft Environment Surveillance systems
SNS: Stand-by Navigation System
For training purposes only!
•
In order to cope with the implementation of the CNS / ATM
(Communication Navigation Surveillance / Air Traffic
Management) concept, which drives the way the airspace
will be used, the A380 navigation is based on satellite system.
Aircraft position computation is primarily based on GPS
(Global Positioning System ).
An autonomous navigation system, using IRS (Inertial
Reference System) as well as the capability to use conventional
radio-navaids, are given.
A Clock is also installed generating a time used by the other
aircraft systems (see ATA chapter 31).
Note: The Flight Management System (see chapter 22) is the
main user of the navigation sensors.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 002
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Navigation System Introduction
For training purposes only!
AESU 2
AESU 1
IOM
RadNav/RA
NAVIGATION SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 003
AIRBUS TRAINING
B) Give primary Inertial Reference (IR) information as:
navigation information, attitude information and heading
information.
The IR is computed data from its internal Gyros and
Accelerometers sensors.
Air Data and Inertial Reference System
2. System Description
2.1
Air Data and Inertial Reference System
General
The general purpose of the Air Data and Inertial Reference
System (ADIRS) is to give IR (Inertial Reference) and ADR (Air
Data Reference) parameters.
The ADIRS System has different parts or sub-systems:
-
-
Air Data and Inertial Reference Unit (ADIRU), consisting of
• Air Data Reference System (ADR),
• Inertial Reference System (IR)
ICP (Integrated Control Panel),
Probes (SSA, MFP and ISP).
These are the two general functions of the ADIRS:
A) Give primary Air Data Reference (ADR) information as
pressure, speed, temperatures…
Therefore the ADR is supplied by data coming from different
probes installed on the aircraft fuselage:
-
-
Multi Function Probe (MFP), that groups pitot, Total Air
Temperature (TAT) and Angle Of Attack (AOA)
measurements
Side Slip Angle (SSA) probes
Integrated Static Probes (ISPs) (local left and right static
pressures).
© Airbus Training Center Hamburg
A380-800 General Familiarization
The IR does an hybridisation between its own internal pure
inertial parameters (position, velocities…) and the external pure
Global Positioning System (GPS) data (IR output: results of
hybridisation computation, pure GPS data, pure inertial data).
The IR sends the inertial, GPS and hybrid parameters on four
ARINC 429 output buses and two (2) AFDX buses.
Interfaces
The ADIRS also gives failures to the Centralised Maintenance
System (CMS) and warnings to the Flight Warning System
(FWS), by means of its BITE system. The ADR BITE manages
the MFP, ISP and SSA as if they were a part of the ADR: failure
monitoring, failure reporting and test activation.
The ADIRS also receive data from different aircraft systems
such as the GPS (Global Positioning System), the SFCC (Slat
Flap Control Computer), the FCU (Flight Control Unit), the FMS
(Flight Management System) and others.
The ADIRS give air data and inertial parameters to many
aircraft systems and particularly to the flight control computers,
the Flight Management System (FMS) and the Control and
Display System (CDS).
The integration of the equipments in the AFDX network is
performed through the Input/Output Module (IOM), which
converts ARINC data into AFDX data. But the critical links, for
example between MMR and FCGU, are kept on Arinc 429.
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For training purposes only!
34 – Navigation
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Air Data and Inertial Reference System
For training purposes only!
pressure, speed,
temperatures, …
navigation, attitude and
heading information
ADIRS INTERNAL ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 005
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Air Data and Inertial Reference System
Multi Function Probe (MFP)
The MFP is a remote LRUs which senses the AOA, TAT total
pressure and possibly the static pressure and which sends the
data to the ADIRU on ARINC 429 bus
Integrated Static Probe (ISP)
For training purposes only!
The ISP is a remote LRU which senses the Static Pressure and
which transmits the data to the ADIRU on ARINC 429 bus.
Side Slip Angle Probe (SSA)
The SSA is a remote LRU which senses the Side Slip Angle
and which transmits the data to the ADIRU on ARINC 429 bus.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 006
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Air Data and Inertial Reference System
PROBES LOCATION
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 007
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
34 – Navigation
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AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Air Data and Inertial Reference System
For training purposes only!
ADIRU 1 and 2
ADIRU 3
ADIRU LOCATION
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June/01/2004 – Mka
ATA 34 – Page 009
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Multi Mode Receiver
Multi Mode Receiver MMR
The aircraft is fitted with two independent Multi-Mode Receivers
(MMR). The main functions of the airborne MMR are:
-
to give Position, Velocity and Time (PVT) information to the
aircraft system users
to give flight path deviation guidance to the aircraft during
the final approach and landing phase of navigation
WARNINGS
Each MMR ILS output sends to the Flight Warning System
(FWS) through the Avionics Full Duplex (AFDX) network
through:
-
Input Output Module (IOM)
the deviation LOC, G/S
the heading runway.
The MMR is a single navigation receiver, which includes
Instrument Landing System (ILS) and Global Positioning
System (GPS) internal receivers. It receives and processes the
ILS and GPS signals.
The FWS control if guidance is in accordance with flight safety
and can generate warning alarm in case of failure or
malfunction.
ILS signal reception is started by the selection of a localizer
frequency, on the frequency control device:
DISPLAY
-
Flight Management System (FMS)
Radio and Audio Integrating Management Panel (RAIMP).
Glide/Slope and Localizer scales come into view on the
Controls Display System (CDS) through AFDX network and
IOM.
Only one G/S capture antenna or G/S Track antenna gives the
signal used by the MMRs. The selection of them is allowed by
the Radio Frequency (RF) relay.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0010
For training purposes only!
2.2
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Multi Mode Receiver
MULTI MODE RECEIVER ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0011
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Multi Mode Receiver
Instrument Landing System Function ILS
The ILS system permits precision approaches and landings
down to Cat III minima.
-
It guides the A/C along a pre-determined flight path with
respect to the approach ILS radio beam send by a ground
station.
-
It decodes the morse audio signal, which identifies the
ground station.
For training purposes only!
The ILS gives the crew and airborne system users lateral (LOC)
and vertical (G/S) deviation signals.
The localizer uses a frequency band from 108.00 Mhz to
111.975 Mhz and the glide use a frequency band from 328.6
Mhz to 335.4 Mhz.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0012
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
For training purposes only!
Multi Mode Receiver
3.7
MULTI MODE RECEIVER – INSTRUMENT LANDING SYSTEM FUNCTION PRINCIPLE
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June/01/2004 – Mka
ATA 34 – Page 0013
AIRBUS TRAINING
34 – Navigation
Multi Mode Receiver
A380-800 General Familiarization
Differential Global Positioning System (DGPS)
This system has:
The GPS is a radio worldwide navigation aid, which uses
signals broadcast by a constellation of 24 satellites and
provides:
-
The crew with readout of accurate navigation (position,
track and PVT)
The FMS with position information, after hybridization in the
Air Data Inertial Reference Unit (ADIRU) with inertial
parameters, for accurate position fixing.
Four monitor stations and one master control station track
the satellites, compute the position and clock correction
and send updates to the satellites.
The Global Navigation Satellite
Landing System (GLS) function
System
(GNSS)
The GLS is an option. The system allows precision approaches
and landings down to Cat 1 minima. The main improvement
allows precision approaches on runways today equipped with
non-precision means, with a low cost ground station.
-
a GLS ground station (for reference approach path, satellite
correction and integrity data uplink)
and of an airborne part in order to receive and use the GLS
signals to guide the aircraft down to the decision height
(200ft).
The local area DGPS technique is based on the use of a ground
station with multiple GPS receivers installed near it. It gives the
users in its coverage area pseudo range corrections and
satellite integrity information through a VHF Data Link to the
GNSS.
This lets the two embedded receivers compute a position whose
accuracy is higher than those obtained with a GPS receiver and
to give “ILS look alike” angular deviations. These receivers are
included in the MMR.
This ground segment also sends the necessary parameters to
let the airborne system compute approach paths.
The horizontal and vertical deviations are computed:
-
with respect to the aircraft position computed by the GNSS
function (included the MMR) and approach axis
and differential corrections data provided by the local
Differential Global Positioning System (DGPS) ground
station.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0014
For training purposes only!
Global Positioning System function GPS
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Multi Mode Receiver
MULTI MODE RECEIVER – DGPS FUNCTION PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0015
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Multi Mode Receiver
The FLS function lets:
-
-
Component Location
The LOC and Glide deviations are computed with respect to the
approach ILS radio beam send by a ground station.
In association with the ILS function, the MMR provide the G/S
antenna switching functionality.
This functionality allows the ILS function to switch from the G/S
capture antenna installed in the radome to the G/S track
antenna installed on the nose landing gear.
The LOC antenna is installed in the radome.
the crew to fly the current published non-precision
approaches (RNAV, VOR, VOR/DME, NDB, NDB/DME,
GPS) in a way similar to precision approaches.
send the approach information to the MMR and the FLS
give the pseudo-lateral (F-LOC) and/or pseudo-vertical (FG/S) deviation signals.
The GPS antenna is installed on top and in front of the A/C.
The combined ILS/FLS function:
permits use of the FLS function for vertical guidance in
conjunction with localizer ILS lateral guidance, ILS LOC only,
ILS LOC back beam and ILS with G/S out of service
approaches.
Deviations are sent to the three PRIMary flight controls (PRIM)
through ARINC 429 data bus to perform guidance function in
approach and auto land. The autopilot also commands the
tuning inhibition and GS antenna commutation
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0016
For training purposes only!
Flight Management System (FMS) Landing System
Function (FLS)
The crew has the capability to fly a non-precision approach
either using the autopilot or the flight director, or manually
following the raw data (pseudo deviations).
Based on database-stored data, an FLS approach beam is
defined then, lateral and vertical deviations between the FLS
beam and the computed aircraft position are computed and
displayed to the pilot.
This function is autonomous and does not require any additional
information from the ground.
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Multi Mode Receiver
MMR COMPONENT LOCATION
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0017
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Multi Mode Receiver
MMR output/ISIS - ARINC 429 data bus
MMR 1 shall be connected to both ISIS 1 and 2 through its ILS
2 and GNSS 1 output buses.
Each MMR is connected to:
-
-
-
the same LOC antenna to receive the localizer signals in
ILS and Combined ILS/FLS modes and the VDB signals in
GLS mode
the same Glide/Slope Capture antenna (radome antenna)
to receive the G/S signals through the RF relay in ILS mode
the same Glide/Slope Track antenna (landing gear
antenna) to receive the G/S signals through the RF relay in
ILS mode
the GPS antenna to receive the GPS signals.
MMR Input/ADIRU-ARINC 429 data buses
Each MMR is connected through their IRS input ports to every
ADIRU in order to receive the initialisation information.
Clock
MMR is connected to the clock through its GNSS 3 output bus.
The MMR 2 is not connected to the Clock.
Power Supply
The MMR1 is connected to the power supply network with
Circuit Breaker (C/B), 115 VAC – 400Hz.
The MMR2 is connected to the power supply network with an
electronic C/, 115 VAC – 400Hz.
RF relays are connected to the power supply network, 28 VDC.
MMR Output/ADIRU-ARINC 429 data buses
Each MMR is connected through their GNSS output ports to
every ADIRU in order to transmit the GNSS PVT and status
data.
MMR Input/LGCIU-Discrete
Each MMR is connected to its on-side LGCIU via the
Air/Ground input discrete.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0018
For training purposes only!
Main System Interfaces
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Multi Mode Receiver
MMR MAIN SYSTEM INTERFACES
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0019
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Radio Navigation Aids and Radio Altimeter
Radio Navigation Aids / Radio Altimeter
(RA)
VHF Omnidirectional Range (VOR) / Marker
VOR system for radio navigation
MARKER system (only on VOR 1) for the landing approach
phase
VOR system receives, decodes, and processes bearing
information from the received VOR signal. The principle of the
VOR radio navigation is based on a comparison between a
reference phase signal and a variable phase signal. These
signals are generated by a ground station and the phase
difference allows determination of the aircraft bearing with
respect to the ground station which provides also a Morse
identification.
The MARKER system is a radio navigation aid which is usually
used with the ILS during an ILS approach. The system give
visual and aural indication of the passage of the aircraft over the
marker transmitters installed on the ground at known distances
related to the runway threshold
© Airbus Training Center Hamburg
The Distance Measurement Equipment is a radio aid to medium
range navigation which shall provide the crew with :
-
The VOR and Marker system has two independent systems :
-
Distance Measurement Equipment (DME)
-
a digital readout of the slant distance of the aircraft from a
selected ground station
audio signal which identifies the selected ground station.
The principle of DME navigation is based on the measurement
of the transmission time between the aircraft and the ground
station, which is a function of the slant range distance of the
aircraft to the ground station. Paired interrogation pulses go
from onboard interrogator to a selected ground station. 50
microseconds after reception, the station transmits the reply
pulses to the aircraft.
The measurement value is converted into nautical miles and
shown to the crew. As DME, XPDR and TCAS system operate
in the same frequency range.
Automatic Direction Finder (ADF)
The ADF is a radio navigation aid, with its own antennas:
-
an indication of the relative bearing of the aircraft with
respect to the direction of a set ground NDB station
an aural identification of the selected ground station
an automatic decoding of the Morse identification.
June/01/2004 – Mka
ATA 34 – Page 0020
-
For training purposes only!
2.3
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Radio Navigation Aids and Radio Altimeter
For training purposes only!
RadNav aids:
• VOR
• Marker
• DME
• ADF
MARKER PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
34 – Navigation
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0022
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Radio Navigation Aids and Radio Altimeter
RAMP: Radio and Audio Management Panel
IOM: Input / Output Module
RAIMP 1
RAIMP 2
RAIMP
RAIMP
VOR AND DME PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0023
For training purposes only!
* : optional
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Radio Navigation Aids and Radio Altimeter
Radio Altimeter (RA)
Purpose
The RA system is used below 2500 feet to give the crew and
the system users the radio height information, which is the main
landing gear wheels height above the ground mainly when the
A/C has the final approach pitch attitude.
Testability
The VOR, DME, ADF and RA receivers test themselves,
indicate to the crew failures and give necessary information for
maintenance.
-
For training purposes only!
Three transceivers are installed.
Radio height is used:
in the auto flight guidance (auto-land) (ATA 22)
by the flight control system for definition of the flight control
law modes (ATA 27)
for radio height call-outs and display on the PFD
in the ground proximity warning calculation (→ TAWS)
Display
The RA system shows the radio height to the Captain and the
First Officer
System Description
A frequency modulated signal is send towards the ground,
reflected and after a time delay back to the aircraft through the
receive antenna and by the coaxial cable to the RAD ALT
receiver. This time delay is a function of aircraft height.
The system operates between 4.2 GHz and 4.4 GHz. The
modulation scheme shows a difference between the transmitted
and received frequencies.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0024
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Radio Navigation Aids and Radio Altimeter
RADIO ALTIMETER PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0025
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
A/C Environment Surveillance System
(AESS)
Purpose
The general purpose of the system is to alert the crew - with a
minimum of spurious alerts, hazards which are external to the
aircraft on the potential aircraft flight path which may be:
-
weather, windshear, turbulence,
airborne collision,
collision with terrain (Controlled Flight Into Terrain (CFIT)).
The AESS architecture copes with the new technologies of the
A380.
Components
This equipment constitutes the AESS system:
-
A basic question for a pilot:
“At present position, and along the future trajectory, what is the
minimum altitude I may fly safely ?”
Answer: Improve the vertical situation awareness of the crew
relatively to:
-
the safety altitudes
the vertical FPLN profile
the terrain
the weather
-
two identical Aircraft Environment Surveillance Unit
(AESU),
two identical Radar Transceiver Unit (RTU),
one Weather Antenna Drive Unit including the Radar RF
coax switch and motor drive servo electronics,
one Weather Flat-plate Antenna,
one AESS Control Panel,
four identical combined TCAS/Mode S antennas.
The diagram on the next page shows the AESS architecture:
For each hazards described above, the AESS:
-
detect the hazards,
alert the crew in case of imminent hazard,
inform the crew of the aircraft environment,
when possible, propose escape maneuver.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0026
For training purposes only!
2.4
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Aircraft Environment Surveillance System
AESS SYSTEM OVERALL ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0027
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
The software of the AESU is data loadable.
The AESU is the main AESS equipment, which integrates and
performs the majority of surveillance functions:
-
TAWS (including related data base),
weather and PWS functions (without related RF part),
TCAS function and Mode-S function (including related RF
part),
IOM and Alert Priority Management (at system level).
It sends and receives data mainly to/from the CDS to give the
captain and the first officer the situation awareness and
communicates with CDS for AESS control.
The interface of the AESS with aircraft systems is performed by
the AESU mainly through AFDX network. Each AESU are
connected to two different AFDX switches. The AESU
communicates through other conventional media’s (ARINC 429,
discrete, RF signals, analog) with items of equipment part of the
AESS package (RTU, antennas, control panel).
Except in downgraded mode, only one AESU provides data to
the A/C systems it is called Master AESU, while the other Non
Master provides data to the Master AESU only.
The Master AESU is the one which has [WXR/TAWS] group
selected. The AESS is reconfigurable.
It performs the BITE of the whole system to report system
failures to the OMS and FWS through AFDX. It is also able to
receive and give data to help in testing and trouble shooting the
whole system on ground.
© Airbus Training Center Hamburg
The two AESUs are located in the main avionic bay (AESU 1 in
2315VU-124 and AESU 2 in 2416VU-124).
TAWS Function
The purpose of the TAWS is to help prevent accidents caused
by Controlled Flight Into Terrain (CFIT). The system uses a
variety of aircraft parameters as inputs, applying alerting
algorithms, and providing the crew with aural alert messages
and visual annunciations and displays in the event that the
boundaries of any alerting envelope are exceeded.
Several main alerting functional areas are integrated into the
TAWS. The functional areas are:
-
basic Ground Proximity Warning Modes 1 though 5,
terrain and runway clearance floors,
terrain/obstacle awareness, alerting and warning,
horizontal profile terrain displays,
vertical profile terrain displays.
In addition to the main functions, the TAWS also performs these
auxiliary functions:
-
June/01/2004 – Mka
input signal filtering,
alert output processing,
BITE and Monitoring,
interface for downloading flight warning and fault history.
ATA 34 – Page 0028
For training purposes only!
The Aircraft Environment Surveillance Unit (AESU)
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Mode 2: excessive closure rate with terrain
Mode 1: excessive rate of descent
“TOO LOW
TERRAIN”
Mode 4: unsafe terrain clearance
Mode 3: descent after take off and
minimum terrain clearance
AESS MODE 1 – 4 (PRINCIPLES)
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0029
For training purposes only!
Aircraft Environment Surveillance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
34 – Navigation
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0030
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
For training purposes only!
Mode5: excessive glide slope deviation
Function of Terrain Clearance Floor (TCF)
AESS MODE 5 / TERRAIN CLEARANCE FLOOR (TCF) (PRINCIPLES)
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0031
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
Weather Radar (WXR) / Predictive Windshear (PWS)
Function
The function is implemented using a solid state, X-Band
transceiver (with Predictive Windshear (PWS) and Turbulence
detection). Its purpose is to increase the flight crew’s situational
awareness by detecting and annunciating weather conditions
that could compromise continued safe flight and landing.
For training purposes only!
The PWS/WXR enables the detection and the localization of the
atmospheric disturbances in the area defined by the antenna
scanning (±80° azimuth, ±15 in tilt and up to 320 NM in front of
the aircraft). The image corresponding to these atmospheric
disturbances are displayed on the ND and VD in four color
(black, green, yellow, red, magenta TBC).
In addition to weather detection, the weather radar function will
provide a ground mapping display mode for presentation of
large terrain features which is useful for cross checking other
navigational sources.
Weather radar modes:
-
automatic weather detection
manual elevation display mode
weather analysis mode – tilt control
vertical profile weather analysis mode
enhanced turbulence detection
predictive windshear detection
ground mapping
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0032
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Aircraft Environment Surveillance System
Ra
ng
e
+
Range
Displays
Vert. Profile
3D Buffer
RNG 80
WX
MRK 20
1.7
Plan View
WEATHER RADAR FUNCTION
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0033
For training purposes only!
Altitude
Azimuth
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
Airborne Collision Avoidance System (ACAS) and Air
Traffic Control (ATC)
-
-
its relative bearing
its range and closure rate
its relative altitude, if available (ATC mode C or S).
Other aircraft is detected by the TCAS if:
Then the ACAS computes the intruder trajectory, the Closest
Point of Approach (CPA) and the estimated time before
reaching the CPA.
Each time the relative position of the intruder presents a
collision threat, aural and visual advisories are triggered.
ACAS optimizes vertical orders to ensure a sufficient trajectory
separation and a minimal V/S variation considering all intruders.
Intruders are shown on the ND and avoidance maneuvers are
indicated on the PFD (see figure 4.2).
ACAS and ATC controls are given on the pedestal (backup on
CDS displays).
The RMP is used for the transponder frequency tuning
Up to 60 active tracks are maintained; 15 of these are reserved
to initialize tracks for (new) intruders that are at closer range
than the intruders already being tracked
The TCAS function supports active surveillance up to 100 nm at
cruise altitude, rather than standard TCAS range of 20 to 40 nm
© Airbus Training Center Hamburg
other
proximate traffic
Traffic Advisory (TA)
Resolution Advisory (RA).
-
they are from +/- 1200 ft to +/- 9900 ft,
they do not enter in the Proximate, TA or RA categories,
Proximate aircraft is the aircraft who is difference altitude
between this intruder and the TCAS aircraft is less than 1200 ft
and if their range is within 6 NM.
Traffic Advisory aircraft is generated when an intruder is
relatively near but not represent an immediate threat.
Resolution Advisory aircraft is generated by the TCAS aircraft
for a TAU time threshold 10 to 15 seconds lower than a traffic
advisory threshold
N
Note: ACAS is developed from former TCAS
June/01/2004 – Mka
ATA 34 – Page 0034
For training purposes only!
Baseline TCAS Functionality
The intruder aircraft who penetrate on a sphere around the
TCAS aircraft, are divided into four categories:
An ACAS coupled with two ATC mode S transponders is
installed.
Principle: The ACAS interrogates ATC of intruders. From the
transponder replies, the ACAS determines for each intruder:
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Aircraft Environment Surveillance System
Traffic Advisory on ND (without VD)
Actual
Vertical
A/C
speed
-15
+30
+05
+10
WXR
Traffic Advisory amber
Proximate A/C white
Red area forbidden
vertical speed
AIRBORNE COLLISION AVOIDANCE SYSTEM PRINCIPLE DISPLAY
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0035
For training purposes only!
Resolution Advisory on PDF (without VD)
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Environment Surveillance System
The input/output module (I/O Module) is the primary aircraft
signal interface of the AESU. This allows the I/O Module to act
as a bridge between other aircraft systems and the internal
surveillance functions.
Priority Management
The system provides both visual and aural messages. Visual
alerts and audio requests are sent from the function module to
the Centralized Alert Management function hosted on the I/O
Module of the (master) AESU. This I/O Module sends the visual
alerts via the AFDX bus to the cockpit displays. In addition, the
I/O Module, in coordination with the FWC, send authorized
audio to the aircraft audio system. The AESS manages the
control of the repetition rate and the volume
Data-Loading Function
Each AESU data loadable software and databases (IOM, WXR,
TAWS, TCAS and XPDR) are loadable by the DLCS through
the AFDX Network through the SCI.
Both RTU and WADU data loadable software are loadable by
each AESU through the ARINC 429 links.
N
BITE
The AESS is a BITE type 1 system, which respects
requirements for standard B
External Sources Selection
In general, the data given by the AESU 1 are computed using
parameters from the on-side equipment (e.g. ADIRU 1, FMS 1),
and the data given by the AESU 2 are computed using
parameters from the on-side equipment (e.g. ADIRU 2, FMS 2).
When the appropriate side source is not available, the AESU
uses parameters from the third source (e.g. ADIRU 3, FMS 3) if
available, or the source of the opposite side.
For the ND/VD background images the AESU 1 or 2 uses the
parameters given by the CAPT and F/O EFIS CP and ND/VD in
order to give the crew a independent side selected image.
As the XPDR function must give A/C data corresponding to the
Auto-Pilot (A/P) selected side, each AESU receives the
necessary parameters from the two sources.
Note: UADF of the AESS are loadable by DLCS through the
SCI in each DU of the CDS
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0036
For training purposes only!
IOM Functions
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Aircraft Environment Surveillance System
SENSING
INFORMATION PROCESSING FUNCTION
IN AIR TRAFFIC
DATA
•
INTRUDERS DATA
ATMOSPHERE
DATA
•
•
WEATHER
WINDSHEAR
•
TURBULENCE
(OTHERS)
•
A/C PARAMETERS
•
•
A/C POSITION
A/C ATTITUDE
•
•
•
A/C HEIGHT
A/C CONFIG
AIR / GROUND
TERRAIN DATA
•
MEASUREMENTS
TERRAIN DATA
•
•
TERRAIN DATA BASE
OBSTACLE
DATABASE
(AIRPORT MAP
DATABASE)
•
Terms
between
brackets are
provisions
ATMOSPHERE SUBFUNCTION
•
•
•
MAINTENANCE SUBFUNCTION
DETECTION
ALERTING
HORIZONTAL DISPLAY
DATA COMPUTATION
DATALOADING SUBFUNCTION
IN AIR (GROUND)
TRAFFIC SUBFUNCTION
GRAPHIC RENDERING
•
•
DETECTION
ALERTING
•
HORIZONTAL DISPLAY
DATA COMPUTATION
AUDIO
TERRAIN AWARENESS
SUB-FUNCTION
•
•
DETECTION
ALERTING
•
HORIZ:VERT DISPLAY
DATA COMPUTATION
•
(DATA SERVER
FUNCTION)
DISPLAYS
ALERT PRIORITIZATION
AND CONFLIT
RESOLUTION
INDICATORS
OTHER USERS
A/C AND EXTERNAL
USERS
CONTROL
CENTRALIZED CONTROL
ALERT / PRIORITY
MANAGEMENT
AIRCRAFT ENVIRONMENT SURVEILLANCE SYSTEM PRINCIPLE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0037
For training purposes only!
ATC REQUEST
DATA ACQUISITION AND CONSOLIDATION SUB-FUNCTION
•
COCKPIT
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Standby Navigation System
Standby Navigation System (SNS)
These options are available:
The Standby Navigation System (SNS) has:
-
-
a first Integrated Standby Instrument System (ISIS) that
give standby horizon, airspeed and altimeter functions
through a FD mode
a Second Integrated Standby Instrument System (ISIS)
that will give a back-up navigation function called ND mode
-
altitude in meter digital readout,
V-bar aircraft symbol,
magnetic heading (ADIRU source),
baro reference in inches of Mercury (in addition to HPa).
The basic functions given by the SNS are:
ISIS gives:
For FD mode:
A third source of display for airspeed, altitude and attitude
information (in case of a double PFD failure),
-
pitch and roll attitude,
ILS display,
computed airspeed,
lateral acceleration indication,
altitude,
speed and altitude bugs,
mach number,
launch test.
A fourth and fifth source of computation for airspeed, altitude
and attitude information (in case of a triple ADIRU failure).
Each ISIS performs the BITE of the whole system, excepted the
other ISIS. Each ISIS manages the failures and the test of the
standby probes
The standby navigation system has:
For ND mode
-
back up navigation aids (navaids),
capability to manually insert geographical waypoints
(entering LAT / LONG coordinates),
GPS position.
© Airbus Training Center Hamburg
-
June/01/2004 – Mka
two ISIS units
one Standby Pitot Probe
two Standby Static Probes
one Standby Compass
ATA 34 – Page 0038
For training purposes only!
2.5
AIRBUS TRAINING
34 – Navigation
Standby Navigation System
Static L
A380-800 General Familiarization
Static R
Pitot
ISIS 1
For training purposes only!
ISIS 2
SCI/CMF
LS
GP
Discrete
MMR1
A 429
ADIRU 1
Bus IR
Tubing Interfaces
FDIF/CDAM
FCGC
1,2,3
FWC1,2
ADIRU 3
Bus IR
VOR
1,2
AD
F1
DME
1,2
SNS ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0039
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
The Mode Selector Unit (MSU) / Integrated Control Panel (ICP)
is a three channel unit.
Each MSU / ICP channel is related to one separate ADIRU and
includes these features:
-
A three-position mode selector switch. The modes are:
•
•
•
-
-
-
-
-
-
An ADR fault indicator (FAULT legend of ADR pushbutton
switch)
-
An ON BAT annunciator is shared by the three channels
The two selector switches ADC and IRS are rotary selector
switches with three positions:
power off (OFF)
navigation (NAV)
attitude (ATT)
A pushbutton switch to disable IR output buses (and IR
AFDX data on A380 aircraft). It is a momentary action
pushbutton switch.
An indicator announcing when the IR output buses (and IR
AFDX data) are turned off (OFF legend of IR pushbutton
switch)
An IR fault indicator (FAULT legend of IR pushbutton
switch)
CAPT ON 3 (Captain)
NORM (ADC) / SPLIT (IRS)
F/O ON 3 (First Officer)
A pushbutton switch to disable ADR output buses (and
ADR AFDX data on A380 aircraft). It is a momentary action
pushbutton switch
An indicator announcing when the ADR output buses (and
ADR AFDX data) are turned off (OFF legend of ADR
pushbutton switch)
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0040
For training purposes only!
3.1 Air Data and Inertial Reference System
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
ADIRS – MODE SELECTOR UNIT / INTEGRATED CONTROL PANEL
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0041
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.2
Multi Mode Receiver
MMR - Control
For training purposes only!
Each MMR Tune/Freq Select Port B input is connected to its onside RMP through an ARINC 429 data bus in order to receive
selection/activation orders and tuning and approach
information.
Each Keyboard and Cursor Control Unit (KCCU) lets the own
side ILS receiver to be manually tuned through the own side
FCGU.
MMR - Displays
The display logic (conditions for display including flags) for FLS
and Mix LOC/VNAV information is based on the current logic of
ILS mode.
ILS (and MLS/GLS, if installed) display logic (conditions for
display including flags) and symbology are not modified when
FLS and Mix LOC/VNAV functions are not activated.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0042
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
For training purposes only!
RMP
OPERATION / CONTROL
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0043
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
34 – Navigation
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0044
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
MFD
Control and Indicating
Flight
Director
PFD
S
-
ILS, MLS,
GLS
message
(magenta)
(specific
symbology
for ILS,
MLS, GLS)
-
MARKER
indications
For training purposes only!
Flight Mode
Annunciator
G/S
deviation
scale and
index
(same
symbology
for ILS,
MLS, GLS)
LOC
deviation
scale and
index
(same
symbology
for ILS,
MLS, GLS)
F
MAX SPD VLE =200 KTS
3
ILS, MLS, GLS information
(specific information for ILS, MLS, GLS)
LS course pointer ( magenta)
(same symbology for ILS, MLS, GLS)
DISPLAYS LS ON PFD AND GPS INFORMATION ON MFD
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0045
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
MMR - Maintenance BITE Test
The BITE:
- sends permanently MMR system status and its
identification message to the CMF
- memorizes the failures which occurred during the last 63
flight segments
- monitors data inputs from the various peripherals (FMS,
RAIMP, and CMF)
- sends to the CMF the result of the tests performed and selftests
- can communicate with the CMF through the menus
© Airbus Training Center Hamburg
The BITE can operate in two modes:
- Normal mode
- Menu mode.
Normal mode: During the normal mode the BITE monitors
cyclically the status of the MMR. It transmits its information to
the CMF during the current flight. In case of fault detection the
BITE stores the information in its fault memories.
Menu mode: The menu mode can only be activated on the
ground (this information is provided by the discrete
Flight/Ground from LGCIU). This mode enables communication
between the CMF and the MMR BITE by means of the MFD.
The MMR menu mode is composed of:
-
June/01/2004 – Mka
LAST LEG REPORT
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
GND SCANNING
TROUBLE SHOOTING DATA
CLASS 3 FAULTS
SYSTEM TEST
GROUND REPORT.
ATA 34 – Page 0046
For training purposes only!
BITE Test
The BITE test helps maintenance on in-service aircraft. It finds
and identifies a failure related to the MMR. The MMR BITE is
connected to the CMF through the Secure Communication
Interface (SCI). BITE orders are sent by CMF to CMF input of
MMR through the SCI, and maintenance data are sent on bus 2
to CMF through the SCI.
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
BITES – MODES AND INTERFACES
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0047
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Radio Navigation Aids / Radio Altimeter
(RA)
VOR / Marker
Display
On ND:
(VOR function has to be set on the FCU EFIS control panel):
-
in ROSE and ARC
in ROSE-NAV and ARC
On PFD:
the DME distance is shown in magenta on the lower corner of
the PFD. These data come into view when the LS P/B is
pressed on the FCU EFIS control panel related to the PFD.
in ROSE and ARC mode
in ROSE – VOR mode
in ROSE-NAV and ARC mode
On SNS:
In case of failure of CDS or AFDX network.
Tuning
Tuning and selection course is made by two different means:
automatically by the FMS
manually:
• by the MFD (AFDX) to set RAD NAV and VOR page
• by the RAIMP (ARINC 429) by pushing RAD/NAV
button and going to VOR
© Airbus Training Center Hamburg
Display
On ND:
(VOR function has to be set on the FCU EFIS control panel)
-
On PFD:
All data related to the MARKER system are shown on the PFD,
in approach mode at intersection of G/S and LOC scales. When
the aircraft over flies the related marker, these data come in
view on the PDF (OM, MM, AWY).
-
Distance Measurement Equipment (DME)
On ISIS:
in case of failure of the CDS or AFDX network. Distances can
be shown on the ISIS. Bus 1 of DME 1, 2 is directly linked to the
ISIS in A429 (not through the AFDX).
When the ground station is out of range, the distance
information is NCD, the indications go out of view or dashes
appear.
In case of equipment failure, a DME flag is shown.
Tuning
Tuning is made by two different means:
- automatically by the FMS
- manually:
• in case of failure of the auto tuning by the MFD through
the VOR
• by RAIMP by pushing RAD/NAV button through VOR
June/01/2004 – Mka
ATA 34 – Page 0048
For training purposes only!
3.3
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
QNH
1013
WPT
VORD
NDB
ADF1
WX
TERR
TRAF
hPa
40
NAV
VOR
NAVAID
reception
knob
LS
LS
VOR 2
ARC
PLAN
20
80
160
10
FPV
ZOOM
320
640
S
F
RAD NAV selector
MAX SPD VLE =200 KTS
3
VOR/MARKER DISPLAYS
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0049
For training purposes only!
In Hg
ARPT
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Radio Altimeter (RA)
For training purposes only!
Display
The interface between the RA (bus 2) and the DU is made by
an IOM (Input/Output Module) to interface A429 and AFDX, and
CDS (Control and Display System) integrated into DU. The RA
information is only shown on the PFD. Each PFD shows the RA
height of its own side and in case of failure the third RA
information replaces the missing RA.
The height (below 2500 feet) data is shown on the PFD, at the
bottom of the attitude sphere.
The size and the color change in relation to the height and
decision height (if set by the pilot).
Below 500 feet, a red ribbon comes into view at the bottom and
at the right of the altitude scale, and moves up as the aircraft is
in descent phase. The height then corresponds to the distance
between the top of the ribbon and the middle of the scale. When
the aircraft has touched down, the ground, the top of this ribbon
is at the middle of the altitude window.
Below 150 feet, the height is also shown by the distance
between the horizon line and the limit of sector 2.
The limit of sector 2 moves up as the aircraft is in descent
phase. The distance between these two lines is proportional to
the ground height (sensitivity height 5 ft/mm).
In case of failure of the three radio altimeters, the limit of sector
2 remains at its lower position.
The Decision Height (DH) data are shown on the right top
corner of the PFD as soon as the radio altimeter operates. The
pilot sets the DH on the MFD and when the height is lower than
the DH, a DH amber warning message comes into view at the
bottom of the attitude sphere
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0050
AIRBUS TRAINING
34 – Navigation
A380-800 General Familiarization
Red Ribbon
Example, only shown below
500 Feet
S
F
MAX SPD VLE =200 KTS
Height
3
RA DISPLAYS
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0051
For training purposes only!
Control and Indicating
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.4
A/C Environment Surveillance System
(AESS)
Display Selection and Pop-up Function
For training purposes only!
Display selection is done by the two EFIS control panels. There
are three buttons (WX, TRAF and TERR) that permit selection
oft what is shown on each ND.
Pop-up function will automatically show a threat alert (PWS,
TAWS or TCAS) when it is authorized by the alert management
function of the AESS and authorized by the FWS, whatever the
background image selected is.
I.e. when a terrain alert is authorized by the alert management
function, and the weather background image is currently set,
then the latter (horizontal) background image is dropped, and
the horizontal terrain background image is shown instead.
Conversely, in case of an authorized windshear alert, the
(horizontal) terrain background image is dropped, and the
horizontal and vertical weather background is shown (assuming
WX ON VD is set on MFD page), together with the related
ARINC 661 PWS icon on horizontal ND only. At the same time,
the AESS alert management function commands the EFIS CPs
to indicate which image source operates.
The crew have the higher priority in display selection. That
means, even if an alert is in progress, the crew is able to
deselect the popped up display.
This figure describes the popup logic and display selection:
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0052
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
ELEV/TILT
DN
C
A
P
T
TA
ONLY
UP
GAIN
_
VD AZIM
R
UP
GAIN
G/S MODE
_
OFF
+
L
DN
+
F
/
O
VD AZIM
WXR
SYS 1 TAWS
SYS 2
XPDR
SYS 1 TCAS
SYS 2
L
R
SYS 1
SYS 2
Push SYS2
SYS 1
SYS 2
SYS 1
SYS 2
Push SYS1
SYS 1
SYS 2
SYS 1
SYS 2
PushSYS1
SYS 1
SYS 2
AESS – MFD AESS PAGE AND SYSTEM RECONFIGURATION
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0053
For training purposes only!
ELEV/TILT
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
For training purposes only!
Vertical Display
The AESS Vertical Display or VD gives a profile view of the
projected aircraft flight path. The AESU generates a
background image along the projected flight path containing
relevant terrain and weather information from the TAWS and
WXR functions. Aircraft symbols, flight plan indications,
horizontal and vertical scaling data, and other information given
from other systems are overlaid by the CDS on this background
image to produce the final display. Below is an example of a VD
image.
The actual bit-map of the combined terrain and weather image
is generated by the I/O Module from data given by the TAWS
Module and WXR Module.
The data shown on the VD lies along a projected flight path in
front of the current aircraft position. The flight path data
depends on the currently set VD display mode and can be
based on aircraft track, FMS flight path, or an azimuth manually
entered by the crew. Flight paths are a series of 2-D or 3-D
position coordinates to the TAWS Module or WXR Module by
the I/O Module. The I/O Module determines the flight paths
based on the currently set operational mode, received flight
path, aircraft position, elevation, track, and/or azimuth data.
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0054
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
VD- EXAMPLE 2
ACAS –
PFD PITCH - LIMITS
VD- EXAMPLE 1
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0055
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Standby Navigation System (SNS)
Normal mode
The system shows only 1 SFD and 1 SND mode at the same
time. The system always shows a SFD.
The SFD displays:
-
A manual reconfiguration is possible as long as any screen has
failed.
Using the manual reconfiguration, if ISIS 1 is switched off or
turned to SND mode, ISIS 2 will be automatically reconfigured
in SFD mode.
If ISIS 2 is switched off, ISIS 1 stays in SFD mode.
-
-
-
inertial computed parameters: pitch, roll and lateral
acceleration,
air data computed parameters: airspeed, mach, altitude
standard, baro-altitude (feet or meter), baro reference
pressure, altitude bugs and airspeed bugs,
repeated parameters: LS data (Status, LOC, G/S
deviations, Ident, frequency or channel, selected course),
heading and track (magnetic or true) and aircraft PPOS,
navigation parameters: the direct track between the PPOS
and a waypoint defined by the pilot
Degraded modes
If a screen has failed, no manual reconfiguration is possible.
The SND shows:
If ISIS 1 has been switched off or turned to SND mode prior to
ISIS 2 failure (that was displaying FD information), ISIS 1 will be
automatically reconfigured in SFD mode.
-
If ISIS 2 has been switched off prior to ISIS 1 failure, ISIS 2 will
be automatically reconfigured in SFD mode.
© Airbus Training Center Hamburg
June/01/2004 – Mka
repeated parameters: aircraft PPOS, heading and track
(magnetic or true),
navigation parameters:
• desired track between the FROM and the TO
waypoints,
• direct track from present aircraft position to the TO
waypoint,
• cross-track between present aircraft position and
desired track
ATA 34 – Page 0056
For training purposes only!
3.5
34 – Navigation
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
ISIS 2 – COMBINED MODE
(OPTION)
AESS – SFD DISPLAYS
© Airbus Training Center Hamburg
AESS – SND DISPLAYS
June/01/2004 – Mka
ATA 34 – Page 0057
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
34 – Navigation
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – Mka
ATA 34 – Page 0058
AIRBUS TRAINING
35
A380-800 General Familiarization
Oxygen – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Flight Crew Oxygen System................................ 4
2.2 Passenger Oxygen System................................. 8
2.3 On Board Oxygen Generation System.............. 12
2.4 Portable Oxygen System .................................. 16
3. Control and Indicating............................................. 18
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 001
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Oxygen Introduction
1. General
The gaseous oxygen system for the crew and passengers is
given for aircraft which fly on routes where due to terrain,
extended emergency descents are necessary (e.g. higher
holding altitudes, longer period of time for overall descent etc).
For training purposes only!
The oxygen system supplies oxygen to the crew and the
passengers in the case of lost of cabin pressurization or of
smoke or toxic gas emission.
The oxygen system has three subsystems:
-
flight crew oxygen system
passenger oxygen system
portable oxygen equipment (Protective Breathing Equipment
(PBE), portable oxygen cylinders)
The flight crew and passenger oxygen supply is each fully
isolated from the other for safety reasons.
The portable oxygen system is used by the cabin attendants in
case of fire or emission of smoke or noxious gas. It permits
them to move freely in the cabin.
The flight crew emergency breathing hood system has a
protection for the eyes and breathing means for crew members.
It permits a crew member to move freely to extinguish a fire.
An On Board Oxygen Generation System (OBOGS) can be
installed as an alternative to the additional optional passenger
oxygen cylinders.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 002
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Oxygen System Introduction
PASSENGER
For training purposes only!
FLIGHT CREW
PORTABLE
OXYGEN SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 003
AIRBUS TRAINING
Flight Crew Oxygen System
One oxygen cylinder for the flight crew system with the related
equipment is located in the upper avionics bay section. Up to
four cylinders could be installed.
2. System Description
The oxygen is supplied to the flight crew stations through a
distribution network. This distribution network is as follows:
2.1 Flight Crew Oxygen System
The flight crew oxygen system gives oxygen to sustain the flight
crew for the different operational and failure conditions:
-
in case of cabin decompression or smoke and/or toxic gas
emission.
in the standard configuration 15 minutes
in the optional configurations:
• up to 45 minutes
• or Long Range Operations (LROPS) (8 hours)
There is one distribution line to distribute the oxygen to the crew
masks stowage boxes. Flexible hoses provide oxygen to the
crew masks.
The fill panel indicator is installed on the oxygen fill panel and
indicates the actual pressure of the installed oxygen cylinders.
Each crew station is equipped with a full face quick-donning
mask, supplied from high pressure oxygen cylinder through a
pressure regulator unit and a distribution circuit.
© Airbus Training Center Hamburg
-
one distribution manifold
one low pressure switch
a low pressure solenoid supply valve connected to the
distribution manifold
distribution pipes
flexible supply hoses
four mask storage boxes with full-face quick donning masks
(a fifth mask is an option).
The flight crew oxygen filling port is installed on the oxygen fill
panel and lets connect an external oxygen source to replenish
the flight crew oxygen cylinder(s).
The oxygen supply time for the flight crew is:
-
-
Operational conditions:
1. One pilot leaves his station (at flight levels more than
25,000ft)
2. One pilot uses his mask continuously at flight levels
more than 41,000ft (optional / The oxygen system is
certified for an flight altitude up to 43.000ft)
-
A380-800 General Familiarization
On the aircraft skin a discharge indicator is installed. The
indicator has a blowout disc, which changes the color in case of
abnormal system operation.
June/01/2004 – SZu
ATA 35 – Page 004
For training purposes only!
35 – Oxygen
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Flight Crew Oxygen System
FULL FACE MASK
STOWAGE BOX
MASK MAN ON OXYGEN
PASSENGER
PASSENGER
CREW SUPPLY
CREW SUPPLY
SYS ON
U
OPTION
T
OFF
OFF
O
CDS
OXY
1850 PSI
OXYGEN
SYSTEM
CONTROLOxygen System
UNIT Control Unit
AFDX
VALVE- OPENING
VALVE-OPENING
DETECTION
DETECTION SWITCH
115 cuft
composite
PRESSURE-SWITCH-LP
LP SOLENOID SUPPLY VALVE
DISTRIBUTION MANIFOLD
REGULATOR
TRANSMITTER
OVERBOARD DISCHARGE
INDICATOR
(64-80 PSI outlet)
TEST PORT
TEMPERATURE SENSOR
THERMAL COMPENSATOR
Cockpit Oxygen
Control and Indicating
Cockpit Oxygen
Distribution
Cockpit Oxygen Storage
FILLING PORT ASSEMBLY
FILLING PRESSURE INDICATOR
FLIGHT CREW OXYGEN SYSTEM / DISTRIBUTION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 005
For training purposes only!
A
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Flight Crew Oxygen System
Captain Oxygen Mask
For training purposes only!
F/O Oxygen Mask
Fourth occupant
Oxygen Mask
Fifth occupant
Oxygen Mask
Third occupant
Oxygen Mask
COCKPIT MASK LOCATION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 006
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Flight Crew Oxygen System
Oxygen Cylinders
For training purposes only!
Crew Distribution
Lines
Overboard discharge indicator
Overboard discharge
indicator
(right side of fuselage)
Refilling line
Filling Panel (right side of
baggage compartment)
CREW OXYGEN COMPONENT LOCATION / OVERBOARD DISCHARGE INDICATOR LOCATION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 007
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Oxygen System
2.2 Passenger Oxygen System
The oxygen supply time for the passengers is:
-
Oxygen from a high pressure cylinder gaseous source (1850
PSI) is supplied through pressure reducers and pressure
regulator units to a low pressure distribution system (145PSI).
in the standard configuration 15 minutes
in the optional configurations:
• up to 45 minutes
• or Long Range Operations (LROPS)
Oxygen Storage
A pressure relief valve which release overpressure through a
safety relief port protects the oxygen regulators against
overpressure.
Also the high pressure circuit releases overpressure through
this safety relief port.
For this reason a safety relief valve is installed at each oxygen
cylinder.
The high pressure passenger oxygen cylinders are installed on
the right hand side of the forward cargo compartment.
During normal operation the oxygen cylinders are permanently
pressurized and isolated from the distribution network by shut
off valves which are part of the oxygen regulators. Each oxygen
cylinder has a slow opening shut-off valve with a pressure
gauge and a safety relief valve.
During normal flight the low pressure distribution system is not
pressurized. The system starts automatically whenever the
cabin altitude is more than 14000 (-500/+50) feet or is started
manually by a switch on the overhead panel in the cockpit.
When the system is pressurized, oxygen masks fall out of the
Passenger Service Units (PSU) automatically for immediate
use.
When a mask assembly is pulled down by a user, a valve in the
oxygen container is released and the oxygen flows into the
mask.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 008
For training purposes only!
The gaseous oxygen system for the passengers. It gives
oxygen to the cabin occupants (cabin attendants and
passengers) in the event of a cabin decompression. The system
operates automatically.
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Passenger Oxygen System
Manual S/O valve
Oxygen outlet
connection
Pressure gauge
Flight Crew
Oxygen Cylinder
(1 Standard, up
to 4 optional)
Oxygen Cylinder
Passenger
Oxygen Cylinder
(6 Standard, up
to 30 optional)
OXYGEN STORAGE AND DISTRIBUTION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 009
For training purposes only!
Electrical
connector
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Oxygen System
Distribution
The distribution network is installed behind the hatracks on
each passenger deck. It supplies the oxygen to the oxygen
container assembly at the passenger seats, cabin attendant
station, lavatories, galley working areas and flight crew rest
compartments.
For training purposes only!
The oxygen containers store the oxygen masks and release
them automatically when the oxygen system operates.
Following a pressure built up in the distribution system the
container opens and the passenger mask fall out.
In each oxygen container are up to six passenger masks.
In the engine burst area the protection of each main distribution
line is done by an electrical shut-off valve and a check valve
which isolate the damaged main distribution line.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0010
AIRBUS TRAINING
35 – Oxygen
Bleed/Vent
Valve
Passenger Oxygen System
MASK MAN ON
Cockpit
Overhead
Control Panel
A380-800 General Familiarization
OXYGEN
PASSENGER
A
U
T
O
CREW SUPPLY
SYS ON
OFF
Passenger
Man-On
Switch
RESET
For training purposes only!
FAULT
ON
Reset
Crew
ECAM
Crew
Supply
Altitude
Switch
Oxygen System
Control Unit
(OSCU)
Passenger Oxygen
Regulator
Pressure
Reducer
Transmitter
Low
Pressure
Switch
CMS
Six (6) each
115 cuft
oxygen
cylinders
Ox
yg
en
Ox
yg
en
Ox
yg
en
Overboard
Discharge
Indicator
Ox
yg
en
T
Filling Port
P
Filling Pressure
indicator
PASSENGER OXYGEN SYSTEM / DISTRIBUTION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0011
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
On Board Oxygen Generation System
2.3 On Board Oxygen Generation System
The On Board Oxygen Generation System (OBOGS) is
specified to generate oxygen on board the A/C.
The pressurized engine bleed air passes a series of molecular
filters.
Nitrogen is absorbed of the supplied air.
The products of this process are two gases:
-
a gas that contains a high concentration of breathable
oxygen
a gas that contains a high concentration of nitrogen
For training purposes only!
-
The nitrogen gas goes overboard.
Storage
The OBOGS is installed on the right hand side of the forward
cargo compartment where the oxygen cylinders are normally
installed.
During normal operation the OBOGS is isolated from the
distribution network by an outflow valve/regulator.
The OBOGS weights less than a storage based system for a
time more than 70 minutes oxygen supply.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0012
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
OBOGS Concentrators
Product Gas Line 1.5ӯ
Bleed Air Line
Vent Gas Line
ON BOARD OXYGEN GENERATION SYSTEM LOCATION
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0013
For training purposes only!
On Board Oxygen Generation System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
35 – Oxygen
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0014
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
On Board Oxygen Generation System
Source Weight
A380-800 Std
OBOGS (+ Installation)
+ 4 cylinders
+ air supply system
+ additional drag
360 kg
(24 cylinders)
70 Minutes
(230 kg)
(60 kg)
(40 kg)
(30 kg)
Supply Time
ON BOARD OXYGEN GENERATION SYSTEM WEIGHT
© Airbus Training Center Hamburg
June/01/2004 – SZu
For training purposes only!
Cylinders
ATA 35 – Page 0015
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Portable Oxygen System
2.4 Portable Oxygen System
For the flight crew and the cabin attendants smoke hoods are
available to extinguish a fire. They protect the eyes and breath
against smoke and poison gaseous.
© Airbus Training Center Hamburg
June/01/2004 – SZu
For training purposes only!
Portable oxygen bottles with full face masks are available in the
cockpit and the cabin to let the crew members move free in the
aircraft.
ATA 35 – Page 0016
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Portable Oxygen System
Exhale Valve
Face Piece
Diluter Valve
Reservoir Bag
Connector
calibrated
constant flow /
continues flow –
Mask Connection
Portable Oxygen Bottle with Mask
un-calibrated Smoke
Mask connection
On-Off Valve
Pressure
gage
Flow Indicator
Low Pressure Relief Valve
High Pressure Relief Valve
Filling valve
Smoke Hood
Passenger Masks
PORTABLE OXYGEN SYSTEM
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June/01/2004 – SZu
ATA 35 – Page 0017
For training purposes only!
Inhale Valve
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
For training purposes only!
The monitoring of the crew oxygen system and the passenger
oxygen system is mainly done by the Oxygen System Control
Unit (OSCU) and consists of indications and warnings which are
displayed to the cockpit crew on the overhead panel, on the
ECAM Display Unit (DU) and on the Component Maintenance
Computer (CMC)/Multi Function Display (MFD).
Failure messages are given to the Flight Warning System
(FWS) and Onboard Maintenance System (OMS)
When the flight crew energizes the electrical power, the ECAM
Door / Oxy page opens automatically for the pre-flight check,
then the OSCU automatically checks the oxygen cylinder
pressure and calculates the oxygen quantity. With the aircraft
configuration (layout) and the emergency descent profile (for
the approaching route) the OSCU can automatically calculate
the dispatch pressure and check if the available pressure is
above this dispatch pressure.
The OSCU checks if the passenger remaining time or the flight
crew remaining time is the smaller time. The smaller time is the
indicated time on the ECAM page.
© Airbus Training Center Hamburg
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ATA 35 – Page 0018
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
OBOGS
75
%
LO OXY
HIGH TEMP
LO PR
Indication for the optional
On Board Oxygen
Generation System
(OBOGS)
ECAM DOORS/OXYGEN PAGE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0019
For training purposes only!
Average Temperature
compensated cylinder
pressure displayed separately
for crew and passenger
system.
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Flight Crew Oxygen System
On the overhead control panel 1211VM is the CREW SUPPLY
switch located, which is used to start manually the crew supply
before take off. The OFF indication light is on before the Push
Button (P/B) is set.
Passenger Oxygen System
For training purposes only!
The monitoring and indicating systems shows the oxygen
system status of the passengers
A low pressure switch permits the detection of abnormal low
pressure in the passenger distribution system. A low pressure
warning is shown on the ECAM Door Oxy Page
In event of cabin decompression whenever the cabin pressure
altitude is more than 14000 ft+0/-500 feet the system is started
automatically through the altitude pressure switch.
The SYS ON indication light comes on when the oxygen system
is started automatically or if the MASK MAN ON switch is
operated.
On the overhead control panel 1211VM is the MASK MAN ON
switch and the SYS ON indication light located.
To set the oxygen system back to its basic configuration the
RESET switch is set to ON, which is located on the overhead
control panel 1255VM
Only the oxygen masks must be stowed manually into their
related oxygen containers.
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ATA 35 – Page 0020
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Control and Indicating
TMR RESET
FAULT
For training purposes only!
ON
BAT CHECK
1262 VU
SDF
1
SDF
3
FM
1
FM
3
BCRU
ESS
GCU
1
BCRU
1
FQMS
1
BCS
1
BCS
3
CIDS
1
CIDS
3
ANSU
1
S
1
F
1
AESS
1
FWF
1
CMV
1
DSMCU
1
DSMCU
3
AICU
1
ATC
1
EIPM
2
EIPM
4
OIS DATA
TO AVNCS
MASK MAN ON
OXYGEN
PASSENGER
A
U
T
O
CREW SUPPLY
SYS ON
OFF
DISC
DISC
DISC
DISC
FLT REST
UPPER
MAIN
PURS
UPPER
DECK
MAIN
LOWER
SECURITY
0
-400
-800
-1500
800
1200
2500
OXYGEN SYSTEM CONTROL AND INDICATING / OVERHEAD PANEL
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0021
35 – Oxygen
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Passenger Oxygen System (cont’d)
For training purposes only!
Depending on the status of the aircraft and the flight phase the
crew/passenger cylinder low pressure detections and related
warnings are indicated on the Engine/Warning Display (E/WD)
and the System Display (SD).
The E/WD display indicates also the engine burst shut off valve
closed position detection of the passenger oxygen system.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 35 – Page 0022
AIRBUS TRAINING
35 – Oxygen
A380-800 General Familiarization
Control and Indicating
CL 88. 6 %
CL 8 8. 6 %
5
5
10
66. 2
0
10
6 6. 2
0
102. 6
4. 6
102.
458
458
158
THR
%
10
66 . 2
0
N1
%
5
5
5
10
10
0
5
66 . 2
66. 2
0
10
66. 2
0
102. 6
102. 6
102. 6
102.
4. 6
458
458
458
458
158
0
66 . 2
0
102. 6
4. 6
102.
458
458
158
THR
%
5
5
10
0
N1
%
66. 2
5
458
458
10
10
0
5
66. 2
0
66. 2
10
0
66. 2
102. 6
102. 6
102. 6
102.
4. 6
458
458
458
458
158
THR
%
10
0
N1
%
5
66. 2
10
0
66. 2
102. 6
102. 6
458
458
EGT
EGT
°C
102. 6
CL 88. 6 %
5
66. 2
66. 2
102. 6
°C
CL 88. 6 %
10
10
0
OXY CABIN OXYGEN BOTTLE PRESS LO
DESCENT: INITIATE
MAX FL: 250/MEA
OXY CKPT OXYGEN BOTTLE PRESS LO
DESCENT: INITIATE
MAX FL: 250/MEA
10
66. 2
EGT
°C
5
10
0
N1
%
EGT
5
THR
%
5
°C
OXY CABIN OXYGEN SHUTOFF VLV CLOSED
OXY CKPT OXYGEN LEAK
CREW SUPPLY P/B :
PASSENGER OXYGEN SYSTEM / ENGINE/WARNING DISPLAY
© Airbus Training Center Hamburg
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ATA 35 – Page 0023
For training purposes only!
5
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
35 – Oxygen
This Page Intentionally Left Blank
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ATA 35 – Page 0024
AIRBUS TRAINING
36
A380-800 General Familiarization
Pneumatic – Content
Chapter
Page
1. General..................................................................... 2
2. System Description................................................... 4
2.1 Pneumatic Distribution System ........................... 4
2.2 Engine Bleed Air System .................................... 6
2.3 Overheat and Leak Detection ........................... 10
3. Control and Indicating............................................. 12
3.1 Indicating........................................................... 12
3.2 Control............................................................... 14
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ATA – 36 Page 001
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Pneumatic System Introduction
1. General
The bleed system generates, distributes, controls and monitors
the performance of the system related to the air consumer order
in normal and failure conditions.
-
For training purposes only!
The Engine Bleed Air System (EBAS) supplies pressure and
temperature controlled air from the Engines ( Rolls Royce
TRENT 900 or Engine Alliance GP7200 ) to these users:
air conditioning and cabin pressurization system (ATA 21)
wing anti-ice system (ATA 30)
engine starting system (ATA 80)
hydraulic reservoir pressurization system (ATA 29)
On Board Oxygen Generation System (OBOGS) ( ATA 35)
as a provision
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AIRBUS TRAINING
36 – Pneumatic
A380-800 General Familiarization
For training purposes only!
Pneumatic System Introduction
CONTROL
AND
INDICATING
PNEUMATIC SYSTEMS INTRODUCTION / GENERAL
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36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Pneumatic Distribution System
2. System Description
2.1 Pneumatic Distribution System
The two wing cross-bleed valves isolates the engine bleed
system per wing side.
The engines and the Auxiliary Power Unit (APU) are the primary
bleed air sources.
There are three High Pressure Ground Connectors (HPGC)
installed in the belly fairing.
You can supply the compressed air from a ground air source
through these connectors to the cross-bleed duct. This is the
alternative to the APU for the supply of compressed air on the
ground.
The distribution system has bleed air ducts which connect the
bleed air sources to the user systems. The bleed air ducting are
installed in the aft and mid fuselage and also in the wings.
Bleed valves control the supply of the bleed air from the
engines and the APU into the bleed air ducts.
Pneumatic Air Source and Distribution Management
System
The Pneumatic Air Source & Distribution Management System
(PADS) controls the supply of pneumatic power from the air
sources to the consumer systems.
The sources, consumer and interfaces are listed below:
The bleed air sources are:
-
Engine Bleed Air System (EBAS)
Auxiliary Power Unit (APU)
High Pressure Ground Connector (HPGC) for an external
air supply unit
The bleed air consumers are:
-
the Air Generator Unit (AGU) and Main Engine Start (MES)
system
Wing Anti Ice (WAI) system
hydraulic system (engine 2 & 3 only)
Service Air System (SAS)
The APU bleed-air duct has a bleed Isolation Valve (APU IV)
which gives the APU protection if a different source supplies
bleed air from the engine bleed air system or the high pressure
ground connectors.
-
The cross-bleed duct connects the left and right bleed-air
systems. The cross-bleed valve isolates the left and right bleedair systems from each other.
The PADS architecture has 3 valves in the cross-bleed duct and
the APU Isolation Valve (IV) in the APU duct, in addition 2
service valves and the HPGC.
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-
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ATA – 36 Page 004
For training purposes only!
The pneumatic distribution system supplies the bleed air from
the different sources to the user systems.
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Pneumatic Distribution System
PNEUMATIC DISTRIBUTION SYSTEM
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ATA – 36 Page 005
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Engine Bleed Air System
The pneumatic system gets compressed air from the pneumatic
air sources and supplies the compressed air through ducts to
the user systems. The ducts, valves and controls are installed in
the fuselage, the belly fairing and the wings
-
Limitation of the bleed air pressure:
The system controls the supplied air pressure at a value
lower than 60 psig. The Pressure Regulator Valve (PRV)
controls the pressure while the Over Pressure Valve (OPV)
protects the system against over-pressure.
The OPV closes when pressure is above 80 psig and
prevents from PRV high pressure drift. Pressure sensors
measure the pressure for system control.
-
Limitation of the bleed air temperature:
The system controls the air temperature supplied at a value
lower than 200°C. The Pre-Cooler Heat Exchanger (PCE)
exchanges heat between the hot bleed air and the cooling
air from the engine fan. The Fan Air Valve (FAV) modulates
fan air flow through the PCE to make sure that the
temperature target is got. Temperature sensors measure
the temperature for system control.
-
Flow sharing:
The system makes sure that each engine is equally bled.
Temperature sensors and Differential Pressure sensors DP
let reduce the airflow while each engine PRV is controlled to
adjust the airflow.
June/01/2004 – Lep
ATA – 36 Page 006
To insure this function, the Engine Air Bleed System (EABS)
does these tasks:
-
Selection of the engine bleed port:
The system uses one of the two pressure engine ports at a
time, the low or high pressure engine port, as necessary for
the user systems.
-
On Engine Alliance (EA) Engine, low and high pressure
ports are on the 4th and 9th stages of the High Pressure
(HP) compressor.
-
On Rolls-Royce (RR) Engine, low and high pressure ports
correspond to the 8th stage of the Intermediate Pressure
(IP) compressor and the 6th stage of the High Pressure
(HP) compressor.
The port selection is done by the Intermediate Pressure
Check Valve (IPCV) and the High Pressure Valve (HPV). In
normal configuration, the IPCV is open and air is bled from
the Low Pressure (LP) port while the HPV is closed.
The HPV valve is controlled open to extract air on the high
pressure port when the engine is running at low rating
© Airbus Training Center Hamburg
For training purposes only!
(ground ,descent, holding) while the IPCV automatically
closes by counter pressure.
The valve position is controlled by system control through
the pressure / temperature measurement in the circuit.
2.2 Engine Bleed Air System
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Engine Bleed Air System
ENGINE BLEED AIR SYSTEM ARCHITECTURE
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36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Engine Bleed Air System
Engine Bleed Air System (cont’d)
Protection from reverse flow:
The system prevents reverse flow at each engine
compressor. The IPCV and HPV automatically close in case
of reverse flow condition detection.
-
Engine Isolation:
The system is isolated by PRV, HPV and FAV when the
system is set to OFF or in case of a severe failure.
-
Monitoring and Indicating:
Pressure and temperature measurements in the circuit
permit to monitor the system behaviour and to display to the
crew system configuration as well as air supply
characteristics (pressure and temperature) in the circuit.
The flow in each of the engine bleed air system is used by
the PADS for the gross leakage identification. This flow is
computed from the values of the Pre-cooler Exchanger
(PCE) differential pressure, of the bleed pressure
measurement, and the bleed temperature measurement.
-
Control:
The system controller in control of the above listed functions
is integrated into the cabin domain modules (CPIOM A) of
the Integrated Modular Avionics (IMA) architecture.
The cockpit crew uses the AIR control panel located on the
overhead panel to control the operation of the EBAS.
The system monitors its operation to detect any failure or
performance loss and reports it to the Control and Display
System (CDS) in the cockpit.
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For training purposes only!
-
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Engine Bleed Air System
ECAM BLEED PAGE
ENGINE BLEED AIR SYSTEM ARCHITECTURE (CONT’D)
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36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Overheat and Leak Detection
2.3 Overheat and Leak Detection
The overheat detection system (OHDS), adjacent to the bleedair ducts, monitors the ducts for leaks and bursts. It
automatically shuts off the related bleed-air supply if there is a
duct leak or burst. The system incorporates an overheat event
location function to localize the location of a duct leak.
The overheat detection loops are installed adjacent to the
pneumatic ducts in:
-
the fuselage,
the belly fairing,
the wings,
the engine pylons.
Leak Detection
This system finds any ambient overheat in the vicinity of the hot
air which runs through the engine pylons. As soon as overheat
is found by the overheat detection system, a order is sent to the
EBAS for system isolation.
In case of hot air leakages in the area (defective bellows or at
connections) the ventilation air moves the leaks to the sensing
elements, which are installed in a ‘chimney’, before the air is
eventually exhausted overboard through louvers.
Zone F:
Temperature in the ducting is limited to 200°C nominal.
In case of rupture of engine bleed air ducting (downstream of
the PCE) , the failure is found by a dual loop air leak detection
system. The temperature is set to 124°C nominal. The related
signal is sent to the crew and the PRV is automatically
controlled to close.
In case of hot air leakages (defective bellows or at connections)
the leaking air, which is collected by the insulation cover
envelope, is exhausting straight to the sensing elements, which
are routed all along the ducting, through holes installed all along
the insulation cover envelope.
Zone B1:
In case of rupture of engine bleed air ducting upstream of the
Pre-Cooler (PCE), the failure is found by a dual loop air leak
detection system. The temperature is set to 180°C nominal. The
related signal is sent to the crew and the PRV is automatically
controlled to close.
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ATA – 36 Page 0010
For training purposes only!
Overheat Detection
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Overheat and Leak Detection
OVERHEAT AND LEAK DETECTION
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ATA – 36 Page 0011
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
3.1 Indicating
System Display and Engine/Warning Display
In the correct operating conditions, when you push the BLEED
pushbutton switch on the ECAM control panel (ECP) the
BLEED page is shown on the System Display (SD) page. The
BLEED page shows the parameters related to the bleed-air
system operation.
A warning message together with the necessary corrective
action is shown on the Engine/Warning Display (EWD).
Temperature/ Pressure and Valve Position Monitoring
Temperature sensors and pressure transducers monitor the
temperature and the pressure of the engine bleed system. They
transmit temperature and pressure data to the IMA CPIOM A,
which are installed in the avionics bay.
Valve (PADS) position switches transmit the valve position data
to the controls. The EBAS valve position is given by pressure
measurement to the IMA controls.
The IMA controls transmit the bleed-air temperature and
pressure data and the valve position data to the CDS.
The SD BLEED page indicate:
-
the valve positions (HP bleed valves and bleed valves)
the duct temperature (downstream of the pre-cooler)
the duct pressure (downstream of the engine bleed valves)
the valve positions of the cross-bleed valves
the valve positions of the APU isolation valve.
If a failure occurs (overpressure, over temperature, incorrect
valve position, duct leak) the BLEED page is automatically
shown on the SD.
© Airbus Training Center Hamburg
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ATA – 36 Page 0012
For training purposes only!
The indicating system shows the condition of the pneumatic
system.
It monitors the bleed-air pressure and temperature and the
position of the different valves. The indicating system also
shows the bleed-air duct leaks and their localization found by
the leak detection system.
The primary indications are shown on the System Display (SD)
and the Engine/ Warning Display (EWD)
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
INDICATING / ECAM BLEED PAGE
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ATA – 36 Page 0013
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.2 Control
AIR Control Panel 225VU
On the AIR control panel 225VU, five BLEED pushbutton
switches control the related engine bleed and APU bleed
valves:
-
-
Four ENG BLEED pushbutton switches (ENG BLEED/1
thru ENG BLEED/4) control the related engine bleed valves
and high-pressure bleed valves. Each ENG BLEED
pushbutton switch has an OFF and a FAULT legend.
The APU BLEED pushbutton switch controls the APU bleed
valve. It has an ON and a FAULT legend.
When no pressure is available from the engine, the engine
bleed valves are closed.
The valves open after the engine has been started at the APU
bleed source selection ‘OFF’.
In case of abnormal pressure or temperature in the circuit the
system is automatically controlled to prevent as long as possible
the loss of one engine bleed source.
APU BLEED P/BSW
The APU Bleed P/BSW sends a signal to the Pneumatic Air
Source & Distribution Management System (PADS) about APU
bleed supply ON or OFF.
To close the APU Bleed Valve, the PADS control function send
a close signal to the Electronic Control Box (ECB).
X–BLEED P/BSW
The X-Bleed P/BSW, located in the cockpit, gives the valve
mode. These are the different modes:
Automatic mode:
In case of failure, the isolation function isolates the relevant
cross-feed duct from the system.
Open mode:
The three cross-feed valves are open.
Close mode:
The three cross-feed valves are closed.
In case of double failure the cockpit crew must set manually the
configuration of the air systems.
© Airbus Training Center Hamburg
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ATA – 36 Page 0014
For training purposes only!
The system operation is totally automatic, P/B’s are available on
the overhead panel to set the available source and to give to
the crew the possibility to override the automatic operations.
36 – Pneumatic
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
Engine 4
Bleed
System
Engine 3
Bleed
System
Center
Crossbleed
Valve
HP Ground
Connection
Air from APU
Engine 2
Bleed
System
Left
Crossbleed
Valve
APU
Isolation
Valve
APU Bleed
Valve
Engine 1
Bleed
System
AIR CONTROL PANEL 2225VU
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
36 – Pneumatic
This Page Intentionally Left Blank
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ATA – 36 Page 0016
AIRBUS TRAINING
38
A380-800 General Familiarization
Water and Waste – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Potable Water System ........................................ 4
2.2 Waste Water System .......................................... 8
2.3 Vacuum Toilet System ...................................... 10
3. Control and Indicating............................................. 14
3.1 Potable Water System ...................................... 14
3.2 Vacuum Toilet System ...................................... 14
1.
2.
© Airbus Training Center Hamburg
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ATA 38 – Page 001
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Water and Waste Introduction
1. General
The water/waste system has three main subsystems:
-
the potable water system for lavatory and wet galley water
supply
the waste water system to handle the waste water from the
lavatory wash basins and the galleys
the vacuum toilet system to collect the waste from the
toilets and waste water from the galley waste disposal
units.
For training purposes only!
-
These basic requirements for the water/waste system of the
A380-800 are:
-
potable water of sufficient quality and quantity is:
•
•
•
-
filled from and drained to ground vehicles
stored in water tanks
supplied to the users such as galleys and
lavatories
waste from the toilet units is led into the waste tanks
waste from the waste tanks is dumped into waste vehicles
on ground
waste water from lavatories wash basins is drained
overboard through drain masts.
a galley waste disposal device with connection to the
vacuum system is installed
© Airbus Training Center Hamburg
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ATA 38 – Page 002
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Water and Waste Introduction
For training purposes only!
Waste Water
Vacuum Toilet
GENERAL
© Airbus Training Center Hamburg
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ATA 38 – Page 003
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Potable Water System
2. System Description
The potable water system supplies water from the water tanks
through a distribution system to the water faucets and water
equipment in the galleys. It also supplies potable water to the
water heater and the toilet unit in the lavatory.
The system has in the standard configuration six and optionally
seven or eight tanks.
The maximum quantity of the potable water available per flight
in the standard configuration is 1700 liters (449 US gallons) and
2263 liters (598 US gallons) for the max possible eight tanks.
The complete potable water system is drained through two
panels:
Two compressors are connected to the tanks and pressurized
the system. The pressure switch for controlling the compressor
is connected at the air supply (overflow) line to the tanks.
-
An onboard water treatment module which contains a
disinfection device and an inhibition of scaling module is
installed.
A water circulation pump is connected in the line to the
treatment module.
-
Fwd. drain panel (between frame 23 and 24)
Potable Water Service Panel (PWSP) (between frame 76
and 77)
The potable water system is operated from the PWSP.
The PWSP has these components:
fill/drain nipple
overflow nipple
actuation unit for the fill/drain valve
indication panel
door micro switch
The operation and indicating of the potable water system is
mainly done on the PWSP and on the Forward Attendant Panel
(FAP).
The tanks have two quantity level transmitter located at the
bottom of tanks 3 and 4. The electrical filling guarantees at
100 % an air volume of 163 liters.
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ATA 38 – Page 004
For training purposes only!
2.1 Potable Water System
38 – Water and Waste
AIRBUS TRAINING
Potable Water System
A380-800 General Familiarization
Water Valve
Flush
Valve
Controller
For training purposes only!
CAN Bus
Potable Water System
Compressor
Potable
Water
Tank
Potable
Water
Tank
Sensors
Fill – Drain Valve
Water Treatment Module
POTABLE WATER SYSTEM
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ATA 38 – Page 005
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
38 – Water and Waste
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
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ATA 38 – Page 006
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Potable Water System
Water Treatment
Module
Fill and Drain Valve
Drain Valve
POTABLE WATER SYSTEM (CONT’D)
© Airbus Training Center Hamburg
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ATA 38 – Page 007
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Waste Water System
2.2 Waste Water System
The Waste Water system has waste water ducts and one fwd
and one aft drain mast.
The two quick removable drain masts are heated.
For training purposes only!
Wash basins (lavatories and galleys) are connected to the drain
mast through the waste water ducts.
The waste water ducts are installed with a slope of at least 2
deg. related to the x-axis and y-axis of the a/c. The ducts are
heated where necessary.
In flight draining of waste water occurs because of the pressure
difference between the cabin and the atmosphere. On ground
the waste water is drained by gravity.
At each lavatory and each galley a drain valve is installed. Each
drain valve opens only when a certain amount of water is
collected. This prevents a permanent lost of cabin air
pressurization thru the drain lines.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 008
AIRBUS TRAINING
38 – Water and Waste
A380-800 General Familiarization
Waste Water System
Lavatory
Galley
Waste Disposal Unit
(connected to Vacuum
Toilet System)
For training purposes only!
Upper Deck
Lavatory Wash Basin
Lavatory
Galley
Waste Disposal Unit
(connected to Vacuum
Toilet System)
Main Deck
Waste Water Line
Drain Mast
WASTE WATER SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 009
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Vacuum Toilet System
2.3 Vacuum Toilet System
The vacuum toilet system for AIRBUS A380 is the aircraft
sanitation system for the passengers and the crew for ground
and flight operation.
The operation and indicating of the vacuum toilet system is
mainly done on the waste service panel and on the FAP.
For training purposes only!
The system uses clear water, get from the aircraft pressurized
water system, to rinse the toilet bowl and transports waste
matter from the toilet bowl to a waste tank by utilizing cabin to
tank pressure difference.
On ground and in low flight altitude this pressure difference will
be get from the vacuum generator, in upper flight altitudes
(> 16000 feet) by the pressure difference between the cabin
and the atmosphere.
The vacuum toilet system has four autonomous sub-systems
(left and right hand system on main and upper deck).
Each sub-system composed of max. 18 toilet units, one waste
tank and one vacuum generator & control unit (VGCU).
Maximal six optional Galley Waste Disposal Units (GWDUs) are
connected to the vacuum toilet system.
Four waste tanks are installed in the aft part of the a/c behind
the bulk cargo bay with a total capacity of 2300 liters. The tanks
are equipped with fill level measurement devices, rinse lines
and heated and insulated as necessary.
A central service panel is installed in the aft part of the a/c close
to the waste tanks to drain and rinse the tanks on ground.
The vacuum system is self-controlled and monitors the
performance of each subsystem and their components.
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0010
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Vacuum Toilet System
Water Valve
Controller
Flush
Valve
For training purposes only!
CAN Bus
Waste Water System
Sensors
Waste Tank
Vacuum Generator
Drain Valve
Service Panel
VACUUM TOILET SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0011
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
38 – Water and Waste
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0012
AIRBUS TRAINING
38 – Water and Waste
A380-800 General Familiarization
Vacuum Toilet System
Lavatory
Waste Inlet
Upper Deck LH
Check Valve
Waste Inlet
Upper Deck RH
Waste Inlet
Upper Deck RH
Vacuum
generator
Air Outlet
Waste
Separator
Waste
Separator
Vacuum
generator
WME
WME
Main Deck
LH
Upper Deck
LH
Vacuum
generator
Check
Valve
Overboard
Vent
Overboard
Vent
WME
WME
Upper Deck
RH
Main Deck
RH
Check
Valve
Drain
Valve
Rinse Lines
Drain
Valve
Check
Valve
Overboard
Vent
Waste Service Panel with Cup Drain Valve
One lever for each valve
VACUUM TOILET SYSTEM (CONT’D)
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0013
For training purposes only!
Waste Inlet
Main Deck LH
Galley
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
The Cabin Intercommunication Data System (CIDS) is the
interface between the water/waste and toilet systems and all the
other A/C systems and does the system Build-In Test
Equipment (BITE) function.
A potable water status page can be displayed on the Multi
Function Display (MFD) in the cockpit (position of all motorized
valves, electrical switches, compressors, Portable Water
Control Unit (PWCU) configuration and water heater circuits).
3.1 Potable Water System
3.2 Vacuum Toilet System
The quantity level transmitter in the tanks sends the water level
signal to the Portable Water Indication Panel (PWIP), on the
Potable Water Service Panel, which calculates the tank
contents.
The contents of the tanks is shown on the FAP, which shows
the water quantity. The quantities are displayed in % and in
liters. Additionally, the quantity indication is shown in % on the
PWIP inside of the Portable Water System Panel (PWSP).
The content of the waste tanks is shown on the WATER/
WASTE page of the FAP. The WASTE QUANTITY is displayed
in %.
The water information page on the FAP is shown if no other
menu page with a higher priority is set, or in normal mode when
pressing the effective soft key `water/waste` the water and
waste information page is displayed.
The potable water system has a pre-selection function at the
FAP. Soft keys are used to set the water quantities of 30% to
100% in 10% steps.
The pre-selected water quantity is displayed in % on the PWIP
in the PWSP.
When the pre-selected value is reached the filling valve at the
PWSP closed and the filling procedure is finished.
© Airbus Training Center Hamburg
The waste service panel is located between frame 91 and 92.
There are four service levers, four rinse line nipples and one
waste service valve installed at the waste service panel.
A panel door switch sends a signal to the vacuum generator to
disable all toilet assemblies and the vacuum generator
operation, so that no toilet operation is possible during service.
For draining the waste tanks a service cart has to be connected
to the waste drain-line valve. After opening the drain valves the
tank content flows out. While the service panel door is opened,
all toilet units and the vacuum generators are disabled, so that
no toilet operation is possible.
June/01/2004 – SZu
ATA 38 – Page 0014
For training purposes only!
3. Control and Indicating
AIRBUS TRAINING
38 – Water and Waste
A380-800 General Familiarization
Control and Indicating
C 30
C 29
C 32 C 34
C 31 C 33
C 36
C 35
C 38
C 37
C 40
C 39
C 42 C 44
C 41 C 43
C 46
C 45
C 48
C 47
C 50
C 49
C 52 C 54
C 51
C 53
C 56
C 55
C 58
C 57
C 60
C 59
C 62 C 64
C 61 C 63
C 66
C 65
C 68
C 67
C 70
C 69
C 72 C 74
C 71
C 73
C 76
C 75
C 78
C 77
C 80 C 82 C 84
C 79
C 81 C 83
C 86
C 85
C 88
C 87
C 90
C 89
C 92 C 94
C 91
C 93
C 96
C 95
C 98
C 97
100
C 99
102
101
104
103
106
105
108
107
110
109
111
Overboard Vent
Outlet
FWD Drain
Panel
FWD
Drain mast
Potable Water
Tanks
Ground
Connection
Waste
AFT
Drain mast Water
Service
Panel
Waste Water Tanks
PWSP
PWSP: Potable Water Service Panel
CONTROLS
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0015
For training purposes only!
C 28
C 27
38100.0
38735.0
39370.0
40005.0
40640.0
41275.0
41910.0
42545.0
43180.0
43815.0
44450.0
45085.0
45720.0
46355.0
46990.0
47635.0
48260.0
48895.0
49530.0
50165.0
50800.0
51435.0
52070.0
52705.0
53340.0
53975.0
54610.0
55245.0
55880.0
56515.0
57150.0
57785.0
58420.0
59055.0
59690.0
60325.0
60960.0
61595.0
62230.0
62865.0
C 26
C 25
16205.2
16840.2
17475.2
18110.2
18745.2
19380.2
20015.2
20650.2
21285.2
21920.2
22555.2
23190.2
23825.2
24460.2
25095.2
25730.2
26365.2
27000.2
27635.2
28270.2
28905.2
29540.2
30175.2
30835.6
31496.0
32156.4
32816.8
33477.2
34137.6
34798.0
13030.2
13665.2
14300.2
14935.2
15570.2
C 23
35458.4
36118.8
36779.2
37439.6
C 12 C 14 C 16 C 18 C 20 C 22 C 24
C 11 C 13 C 15 C 17 C 19 C 21
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
38 – Water and Waste
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0016
38 – Water and Waste
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
FORWARD ATTENDANT PANEL / WATER/WASTE PAGE
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0017
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
38 – Water and Waste
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – SZu
ATA 38 – Page 0018
AIRBUS TRAINING
42
A380-800 General Familiarization
Modular Avionics – Content
Page
General..................................................................... 2
System Description................................................... 8
2.1 Integrated Modular Avionics................................ 8
2.2 Avionics Data Communication Network ............ 10
3. Control and Indicating............................................. 20
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 001
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Integrated Modular Avionics Introduction
1. General
For training purposes only!
The use of new hardware, software and communication
technologies enable the design of new system architectures
based on resource sharing between different systems .
Current microprocessors and support systems can provide
computing capabilities that exceed the needs of single avionics
functions.
Specific hardware resources, coupled with the use of Operating
Systems (OS) with a standardised Application Programming
Interface (API) give the means to host independent applications
on the same computing resource in a isolated environment.
Current communication technologies are capable of providing
high data throughput coupled with low access time to multiple
end users across the same physical media (bus network). Their
use gives flexibility for system architecture and for future
development whilst reducing the amount of wiring necessary
with previous implementation.
Based on this new technology the Integrated Modular Avionics
system and Avionics Data Communication Network has been
developed for the A380.
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 002
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Integrated Modular Avionics Introduction
GENERAL OVERVIEW
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 003
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Integrated Modular Avionics Introduction
Integrated Modular Avionics (IMA)
The general purpose of the Integrated Modular Avionics (IMA)
system is to give a centralised computing and data
communication capability to be used by aircraft systems to
implement their functions.
-
or they just remain within the ADCN (e.g. inputs
coming from a source that is directly connected to
the ADCN, or output towards systems connected
to the ADCN).
For training purposes only!
The list of items of equipment that make up the IMA system is
shown below:
Input Output Module (IOM)
capable of managing the transfer of different types of
Input/Output (A429, wired discrete, analogue) to/from the
Aircraft Data Communication Network (ADCN). IOM's are
generally shared by several systems.
Core Processing & Input/Output Module (CPIOM)
IMA module that offers two functions:
-
N
a computation capability for software applications running
on it
I/O capability (ARINC429 and/or discrete and/or analog
I/O's).
Note: For a given application running on a CPIOM, the inputs and
outputs may be implemented in three different ways:
-
either they are performed by one or several IOM's
(that is, remotely from the computation)
or they are performed locally by the same CPIOM
resource that executes the application
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 004
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Integrated Modular Avionics Introduction
INTEGRATED MODULAR AVIONICS (IMA) ARCHITECTUER
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 005
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Integrated Modular Avionics Introduction
Avionics Data Communication Network (ADCN)
FULL DUPLEX :
The communication between CPIOMs and IOMs is ensured by
the ADCN. This means that all acquisitions performed by the
IOM's are potentially available to all devices (Line Replaceable
Units (LRUs), Line Replaceable Modules (LRMs)) connected to
the network.
The subscriber can simultaneously send and receive data on
the same link, as the link is made up of two pairs of wires, one
pair in transmit mode, the other pair in receive mode.
-
The ACDN has full network redundancy using a network A and
a network B. Any subscriber who is connected can send the
same package across the two networks simultaneously, and
select one of the packages on reception.
-
-
Network Node, interconnected with the other switches and
LRUs (Subscribers).
Connects the subscribers to the network through twisted
pair wires Transmits packets from the subscribers to the
recipients
Check incoming data flow for integrity and format
Checks the data rate
Allocates a maximum band width to each link.
Includes protection against lightning strike, short circuit,
overload, etc.
Avionics Full DupleX (AFDX)
AFDX is a communication network derived from the Ethernet
industry standard. AFDX is based on the switched Ethernet,
twisted pair, 100 Mbit/s Full Duplex technology to which specific
services have been added in order to meet the requirements of
avionics.
To simplify understanding, the term “Ethernet network” has the
means (usually hardware level) to send and to receive the data,
the term “protocols” are the rules and conventions used to
manage the communication between equipment (usually
software level).
Sorts and checks the received data packets, based on the
stored configuration table, and sends them in the correct route
through the network, to the next switch or the application.
Has 3 Parts : 1x Hardware and 2x Software (Operational +
Configuration).
NETWORK :
NETWORK BITE FUNCTION:
Any subscriber may send, at any time, packets to one or several
other subscribers. The switch forwards the packet in
accordance with the network information and configuration.
Detection and localization of a network failure, and the analysis
for maintenance (BITE). Hosted in the OPEN WORLD.
© Airbus Training Center Hamburg
AFDX SWITCH:
June/01/2004 – Nic
ATA 42 – Page 006
For training purposes only!
FULL NETWORK
SWITCH :
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Integrated Modular Avionics Introduction
AVIONICS DATA COMMUNICATION NETWORK (ADCN) ARCHITECTUER
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 007
AIRBUS TRAINING
A380-800 General Familiarization
Cockpit Domain
Integrated Modular Avionics
2. System Description
2.1 Integrated Modular Avionics
The classic LRU becomes an avionics application, which is
hosted on one or more IMA modules providing shared
computing resources (processing and memory) and I/O.
External components like displays, sensors and actuators can
be connected to standard or specific interfaces in the module or
to Remote Data Concentrators (RDCs) normally installed close
to the sensors and actuators. The RDCs are connected to the
IMA modules through data buses (ARINC 429 or CAN)
The CPIOM gives a standard Application Programming
Interface (API) to the applications and give isolated computing
resources (processing time, memory and I/O) to each
application partition. Several modules may be used for a single
function to give high integrity operation through cross checking
and/or increased availability.
Input Output Modules (IOM) give interfaces between AFDX and
other signal types (ARINC 429, CAN, discrete and analogue)
but do not host applications. The IOM and CPIOM are
configurable (through loadable configuration tables) and also
give standard services such as data loading and Resource
BITE.
These are the cockpit functions implement on IMA resources:
- Flight Warning (FW) (CPIOM-C)
- Flight Control Data Concentration (FCDC) (which
encompasses the two former A340 FCDC and FIDS
functions) (CPIOM-C)
- Weight & Balance Back-up (CPIOM-C)
- Flight Control Unit (FCU) Back-up (CPIOM-C)
- Air Traffic Communication (ATC) (+ provision for future
AOCs) (CPIOM-D)
- Avionics Communication Router (ACR) (CPIOM-D)
Energy Domain
One single CPIOM-E on each side is sufficient to implement the
Electrical Load Management (ELM), Protection Device
Monitoring (PDM), Electrical System Gateway (ESG) and
Electrical System Bite (ESB) functions. These modules are
connected to the ADCN (for communications between sides and
with the other aircraft systems) and to other components of the
energy domains, as shown on the figure below.
Utility - Fuel & Landing Gear Domain
Four CPIOM-F are related to the fuel management and fuel
measurement.
Four CPIOM-G are related to the landing gear extension and
retraction, tire pressure, braking, steering, oil pressure and
break temperature.
Utility - Cabin and Pneumatic Domain
Four CPIOM-A are related to the bleed, overheat detection,
DSMS and supplement cooling.
Four CPIOM-B are related to the air conditioning, cabin
pressure and ventilation, cockpit and avionics ventilation and
external lights.
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 008
For training purposes only!
42 – Integrated Modular Avionics
AIRBUS TRAINING
42 – Integrated Modular Avionics
Integrated Modular Avionics
IOM-A
CPIOM-F CPIOM-F
CPIOM-C
FW
FCDC
WBBC
FCUB
CPIOM-D
ATC
AOC
CPIOM-D
FM
FQI
FM
FQI
A380-800 General Familiarization
CPIOM-G CPIOM-G
LG ER
BC
COM
COM
SC
COM
TP
COM
OPTM
CPIOM-F CPIOM-F
LG ER
BC
COM
COM
SC
COM
TP
COM
OPTM
FM
FQI
FM
FQI
CPIOM-G CPIOM-G
LG ER
BC
COM
COM
SC
COM
TP
COM
OPTM
LG ER
BC
COM
COM
SC
COM
TP
COM
OPTM
ACR
AFDX
Utility - Fuel & Landing Gear Domain
Cockpit Domain
Electrical generation & distribution
Other systems
hydraulics, anti-ice, OMS,
FWS, CDS, ...
IOM
AFDX
AFDX
Primary power center
GCU, GAPCU,
TRU, BCRU, STAT INV
–FTCF
Modul
1
–FFCF
CPIOM-A
–FTCF
–ZTCF
–FFCF
–FTCF
–ZTCF
–AMF
- AGUTC
–FTCF
–ZTCF
–AMF
–WAIF
- PADS
- OHDS
- EBAS
- WAIF
-…
CPIOM-E
ELM
PDM
ESG
ESB
Modul
2
- CVCF
CPIOM-B
- -LVCF
CPCF
- CPCS
- VCS
- AEVC
- DSMS (TBC)
-…
Utility - Cabin and Pneumatic Domain
Energy Domain
CPIOM DOMAINS
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 009
For training purposes only!
AFDX
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Data Communication Network
2.2 Avionics Data Communication Network
The architecture of the network is defined according to safety,
availability and communication constraints, with the objective of
connecting subscribers which exchange large amounts of data
with each other to the same switches.
The data communication network uses Avionics Full Duplex
Switched Ethernet (AFDX) technology. This gives 100Mbit/s full
duplex (2 way) communication and gives the flexibility to
manage any changes in the data communication between the
connected systems without wiring modification
This quality of service on a VL is ensured whatever the traffic on
other VLs
LRU/LRM applications’ requirements are mapped into VL
parameters:
- number of VLs;
- for each VL:
- list of receivers;
- Bandwidth Allocation Gap (BAG);
- frame size;
- latency and jitter.
Several VLs are used by each application, in order:
- to limit the traffic received by the subscribers;
- to isolate communication flows between partitions;
- to isolate communication flows in partitions.
VLs are used by the applications as ARINC 429 buses.
Virtual Link
A Virtual Link (VL) is a link between a single source and several
destination equipment.
A given Quality of service is ensured for each VL :
-
minimum bandwidth
maximum delay
maximum jitter (variation of the delay)
static route
maximum detected error rate
maximum undetected error rate.
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0010
For training purposes only!
The Avionics Data Communication Network (ADCN) is
composed of AFDX switches, end systems (in the subscribers),
harness and network bite function (on the Network Server
System (NSS)). Subscribers (e.g. LRUs, LRMs) are connected
to these switches. Communication through the network is
managed by the switches which route the data send by each
network subscriber to one or more other subscribers
AIRBUS TRAINING
42 – Integrated Modular Avionics
A380-800 General Familiarization
Avionics Data Communication Network
AFDX
End System
SWITCH
SWITCH
SWITC
LR
LRU
SWITCH
SWITC
SWITCH
SWITCH
SWITCH
LRU
VL2
LRU
A
LRU
LRU
D
VL1
LRU
LRU
B
LR
SWITC
SWITCH
SWITCH
SWITCH
SWITCH
SWITCH
LRU
E
LRU
LRU
SWITCH
SWITCH
LRU
VL3
LR
LRU
AFDX
ES
Harnes
Switche
Harness
LRU
C
LRU
F
AFDX
ES
VIRTUAL LINK ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0011
For training purposes only!
LRU
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Data Communication Network
SFC
SEC
SLA FLA
A
FCGU FCGU
B
FCGU FCGU
PRI
FCGU FCGU SEC
A
SEC
SFC
B
FLA SLA
A
B
IOM-A
IOM-A
ADIR
ADIR
FM
L1 L2
EHM
ACR
CPIOM-
B
EEC
= in main e-bay
= in emergency e-bay
= in cockpit
= in cabin/cargo area
= in wing area
B
ADIR
B
A
A
C
R R
EHM
ACR
DU1..
L3 C R
CPIOM-
A
B
EHM
EHM
CPIOM-
CPIOM-
AES
AES
IOM-A
CDA
SCI
CPIOM-G
MO
CO
CPIO
CPIOM-F
MO
CO
SCI
CPIO
-
IOM-A
CPIOM-F
CO
ELC
MO
CPIOM-G
CO
MO
EC
HSM
AICU
OSC
OSC
HSM
AICU
CIDS
CIDS
SPDB
SPDB
DSM
1&
DSM
AFDX NETWORK: LOCATION OF SUBSCRIBERS & ASSOCIATED WIRING
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0012
For training purposes only!
A
EEC
FM
FM
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Avionics Data Communication Network
INTEGRATED MODULAR AVIONICS SYSTEM INTERFACES
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0013
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Data Communication Network
Cockpit, energy, cabin, fuel and landing gear
functions use IMA resources
Flight
controls
AFDX network
Open
World
OMT
Nav,
Radionav
Displays
Flight controls
Communications
Warnings
Engines
IOM
router
SCI
Cockpit
Elec
functions
WACS
SATCOM
LEO/MEO
Surveillance
(8)
electrical centers
For training purposes only!
HFDR, VDR, SATCOM
Fuel functions
Avionics
server
L/G functions
Cabin
server
Utilities
Pneumatics & Cabin functions
Misc.
connectors
Ethernet
network
IMA SYSTEM AND AFDX NETWORK
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0014
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Avionics Data Communication Network
COCKPIT CREW VOICE / DATA ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0015
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Avionics Data Communication Network
Network Server System (NSS)
The NSS is composed of 3 Virtual Local Area Networks
(VLANs) interconnected by one Ethernet Switch Unit (ESU) :
-
one airframer (A/F) network that hosts airframer
applications such as OMS and OIS
one airline (A/L) network that hosts airline applications
one cabin network that hosts cabin and passenger
applications.
© Airbus Training Center Hamburg
June/01/2004 – Nic
For training purposes only!
-
ATA 42 – Page 0016
AIRBUS TRAINING
42 – Integrated Modular Avionics
A380-800 General Familiarization
Avionics Data Communication Network
Broadband
Broadband
SATCOM
SATCOM
OIT
OIT
NCR
NCR
(thin
(thin terminal)
terminal)
To/From
A429
Avionics
Firewall
ESAO
PLUG
SCI 2
Airframer
ANSU 1
Cockpit
Cockpit
Printer
Printer
Video Link
SCI 1
VLan 2
RS 422
Cockpit
Cockpit
Printer
Printer
VLan 1
CDAM
Airframer
ANSU 2
Fire walls
Video Link
Switch part
CNSU
CNSU
Cabin
Cabin
Cabin
PLUGS
PLUGS
PLUGS
Cabin
Cabin
Printer
Printer
FAPs
FAPs
Cabin
Network
Switch
Switch
Cockpit
PLUG
OIT
OIT
Cockpit
PLUG
(thin
(thin terminal)
terminal)
Out of the NSS
to
to IFE
IFE
Vlan 3
OMT
OMT
AFDX
AFDX
CWLU
CWLU
CWLU
CWLU
CWLU
CWLU
CWLU
CWLU
ESU
Switch part
RS 422
TWLU
TWLU
SDD NSS (Tlse)
Airline
ANSU 3
Airline
Network
SDD NSS (Hbg)
NETWORK SERVER SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0017
For training purposes only!
Aiframer
Network
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
42 – Integrated Modular Avionics
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© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0018
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Avionics Data Communication Network
NETWORK SERVER SYSTEM ARCHITECTURE (CONT’D)
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0019
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
The Centralized Maintenance System (CMS) is used to get
resource BITE from the IOM and CPIOM.
Access to the BITE is through the
-
On Board Information Terminals (OIT), installed in the
cockpit forward of the left and right lateral console behind
the side-sticks.
On Board Maintenance Terminals (OMT) installed in the aft
cockpit area.
Portable Multipurpose Access Terminals (PMAT).
© Airbus Training Center Hamburg
June/01/2004 – Nic
For training purposes only!
-
ATA 42 – Page 0020
42 – Integrated Modular Avionics
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
CENTRALIZED MAINTENANCE SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 42 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
42 – Integrated Modular Avionics
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ATA 42 – Page 0022
AIRBUS TRAINING
44
A380-800 General Familiarization
Cabin Systems – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Cabin Intercommunication Data System (CIDS) . 4
2.2 In Flight Entertainment (IFE) ............................. 14
2.3 External Communication Systems .................... 28
2.4 Cabin Video Monitoring Systems ...................... 30
3. Control and Indicating Description.......................... 36
3.1 Cabin Intercommunication Data System ........... 36
3.2 In Flight Entertainment System ......................... 42
3.3 Cabin Video Monitoring System........................ 44
1.
2.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 001
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Systems Introduction
1. General
The cabin core system has these functions:
- Cabin Intercommunication Data System (CIDS)
- smoke detection function
- courier and cargo intercommunication
- service interphone
All functions of the cabin core system are done in the CIDS.
These are the miscellaneous cabin systems:
-
Electrical Galley Management System (EGMS)
Electrical Meal Preparation Equipment
Miscellaneous Galley Equipment
For training purposes only!
Different systems are installed for communication between the
cabin crew members, passengers and ground crew (e.g.
maintenance). Air to ground communication is also possible.
The IFE system has these functions:
- Passenger Entertainment System (PES) / Passenger
Service System (PSS)
- Seat Power Supply (SPS)
- Landscape Camera System (LCS)
The external communication system has these functions:
- Passenger Air-to-Ground Telephone System (PATS)
- passenger local radio facilities
- passenger local television and data broadband facilities
The Cabin Video Monitoring System (CVMS) has these
functions:
- Cabin Video Surveillance (CVS)
- anti-hijack system
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 002
AIRBUS TRAINING
44 – Cabin Systems
A380-800 General Familiarization
Cabin Systems Introduction
In-Flight Entertainment
(IFE)
Cabin Mass Memory
System
Cabin Core System
Miscellaneous Cabin
System
Cabin Video Monitoring
System (CVMS)
GENERAL
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 003
For training purposes only!
External Communication
System
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
2. System Description
-
cabin systems function:
• general cabin illumination control
• boarding music
• prerecorded announcement
• lavatory smoke warning
• temperature regulated drain mast system
-
programming-, monitoring-, test functions:
• system programming and test
• reading- and work light test
• escape slide bottle pressure monitoring
• extended emergency lighting test
2.1 Cabin Intercommunication Data System
(CIDS)
All functions of the Cabin Core System (cabin
intercommunication functions, smoke detection control function,
service interphone) are done in the CIDS.
They are described in this paragraph.
The Cabin Intercommunication Data System (CIDS) is a
microprocessor-based system. It operates, controls and
monitors the main cabin systems and can do different systemand unit tests.
The different functions and the connected systems are:
- passenger related functions:
• Passenger Address (PA)
• Passenger Call (Service call)
• Passenger lighted signs (No Smoking /Fasten Seat Belt
(NS/FSB))
-
crew related functions:
• Cabin crew interphone
• Service interphone
• Emergency evacuation signaling
© Airbus Training Center Hamburg
Additionally, the CIDS has a Smoke Detection Function (SDF)
with a separate power supply. This function continuously
surveys the cargo- and the lavatory smoke detectors and
monitors the cargo compartment fire extinguishing bottles. If the
cabin layout is changed, it is not necessary to make a complex
and time-expensive hardware change of CIDS components.
Only the software database has to be changed through the
Cabin Assignment Module (CAM) to adapt e.g. the new cabin
zoning.
The software defines all operations of the CIDS. This makes it
possible to do system reconfigurations by software database
changes, which reduces the aircraft out-of-service time. Many of
the CIDS components contain comprehensive built-in test
equipment (BITE) circuitry, to enable the CIDS to detect faults
both in connected systems and in individual CIDS units.
February /16/2004 – MoH
ATA 44 – Page 004
For training purposes only!
Cabin Intercommunication Data System
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cabin Intercommunication Data System
CIDS OVERVIEW
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 005
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Architecture
The system is controlled by three central computers which are
called DIRECTORS. The main control panels of the CIDS are
the Flight Attendant Panels (FAPs)
The system philosophy is based on:
- a microprocessor-controlled data-bus system
- the connection to various cabin and avionics systems
through different standard interfaces
- sixteen to twenty-two data bus lines (twelve to sixteen top
lines for PAX related systems and the cabin illumination
and four to six middle lines for crew related systems)
- three functional units for the data-bus control, the CIDS
directors 1, 2 and 3
- one director in active mode and the second and third
director both in hot-standby mode
- immediate switchover to the second or third director, if a
failure of the first director occurs
- an internal CIDS power management function to guarantee
the relevant CIDS functions in relation to the A/C power
status
- independent touch-screen Flight Attendant Panels (FAPs)
on the different decks of the aircraft to program, to control
and to indicate the status of the CIDS and the related cabin
systems
- mini-Flight Attendant Panels (Mini-FAPs) installed near the
attendant stations on the different decks of the aircraft to
control certain functions of the CIDS and of related cabin
systems
- addressable Decoder/Encoder Units type A (DEU type A)
for the interface between top line data buses and cabin
related systems
© Airbus Training Center Hamburg
-
-
-
-
-
-
-
-
Passenger Interface and Supply Adapters (PISA) for the
interface between Decoder/Encoder Units type A (DEU
type A) and cabin related systems/units
Stand Alone Passenger Interface and Supply Adapters (StA
PISA) for the interface between Decoder/Encoder Units
type A (DEU type A) and equipment/indications installed
near the cabin attendant stations and the lavatories
Light Interface Standardization Adapters (LISA), which
provide the digital interface between the Decoder/Encoder
Units type A (DEU type A) and the cabin lighting devices,
Lavatory Illumination Adapters (LAILA), which provide the
digital interface between the Decoder/Encoder Units type A
(DEU type A) and the lighting devices in the lavatories
addressable Decoder/Encoder Units type B (DEU type B)
for the interface between middle line data buses and crew
related system components and door area related
components
Attendant Indication Panels (AIP) near the attendant
stations on the different decks of the aircraft to display
CIDS related messages
Area Call Panels (ACP) installed in the entrance areas to
inform the cabin crew about certain CIDS events
handsets at every attendant station to provide the cabin
crew with the possibility to communicate with other
attendant stations and the cockpit and to perform PA
functions
the definition of system properties and cabin-layout
information in a software database stored on a standard
mass memory card, the Cabin Assignment Module (CAM)
February /16/2004 – MoH
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Cabin Intercommunication Data System
AIRBUS TRAINING
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For training purposes only!
44 – Cabin Systems
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© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 007
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Intercommunication Data System
-
-
-
easy exchange of the CAM which is plugged into the FAP
one On Board Replaceable Module (OBRM) which is
plugged into the FAP and which stores the operating
software
one Integrated Pre-recorded Announcement and Boarding
Music (IPRAM) audio database plugged into the FAP. This
memory card contains Boarding Music audio and
announcement audio-files
a Vacuum System Control Function (VSCF) to control and
indicate the status of the vacuum toilet system and the
potable water system
Build In Test Equipment (BITE) to continuously monitor the
performance of the CIDS and of the connected equipment
a Smoke Detection Function (SDF) to indicate a detected
smoke in the lavatories, in the cargo compartment and on
the lower deck.
For training purposes only!
-
All components of the CIDS are connected to three identical
directors through data-bus interfaces, discrete interfaces and
audio interfaces. The same types of interfaces are used for the
connection of external systems to the CIDS.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 008
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cabin Intercommunication Data System
CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS) ARCHITECTURE
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 009
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Intercommunication Data System
These functions are done by the CIDS:
(1) Passenger Address System (PA)
The passenger address system is used as a one-way
voice communication between the cockpit/flight attendants
and the passengers/flight attendants. The communication
is possible over all three decks of the A/C. The PA system
defines which of the loudspeakers in the cabin are used
for the different announcements modes.
(5) Boarding Theme Music
The CIDS system controls a number of boarding-thememusic channels to provide boarding theme music to all
passenger related loudspeakers. The required data is
stored on an integrated PRAM flashcard (IPRAM) in the
Master FAP. The boarding-theme-music data from the
IPRAM is downloaded, decoded and distributed by the
director.
(2) Cabin Interphone
The cabin interphone system allows the communication
among the cabin attendant stations with a handset and
between the cabin attendant stations and the cockpit. As
the communication links are established independently, a
certain number of communication links can exist in parallel.
Also, conference modes are possible, where more than
two interphone sources take part in the communication.
(6) Cabin Ready Signaling
The cabin ready signaling is used to inform the cockpit
crew about the cabin status.
(3) Service Interphone
The service interphone system allows the telephone
communication between the ground/maintenance crew,
cockpit crew and the cabin crew when the A/C is on
ground.
(8) Sterile Cockpit
The sterile cockpit command is used by the cockpit crew to
indicate that they do not want to be disturbed.
(4) Integrated Pre-recorded Announcement (IPRAM)
The IPRAM transmits pre-recorded announcements from
the IPRAM memory card to all passenger related
loudspeakers. The distribution of the announcements is
either done automatically or through user inputs on the
FAPs or Mini-FAPs.
© Airbus Training Center Hamburg
(7) Ready for Take-off Signaling
The cockpit crew uses the ready for take-off signaling to
inform the cabin crew about normal operation events for
example 'ready for take off' and 'start service'.
(9) Cabin to Cockpit and Cockpit to Cabin Alerting System
The Cabin to Cockpit and the Cockpit to Cabin Alerting
System is used to indicate a possible violent incident to
cabin or cockpit crewmembers. It activates visual and
acoustical indications in the cockpit, if the respective button
in the cabin is pushed. Vice versa, visual and acoustical
indications in the cabin are activated, if the respective
button in the cockpit is pushed.
February /16/2004 – MoH
ATA 44 – Page 0010
For training purposes only!
Functions
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Intercommunication Data System
(11) Smoke Detection Function (SDF)
The CIDS Smoke Detection Function controls and
monitors the smoke detectors in the lavatories as well as in
the cargo and the avionics compartment. It also controls
and monitors the fire extinguishing bottles in the cargo
compartment.
(12) Potable Water Indication & Pre-Selection
The potable water indication and pre-selection system
shows the filling level of the water tank(s) on the FAPs. It
also gives the commands for the pre-selection of the water
quantity and the tank configuration.
(13) Waste indication
The waste indication system shows the filling level of the
waste tanks on the FAP.
(14) Ice Protection Control Unit (IPCU)
The Ice Protection Control Units (IPCU) monitor and
control the protection against the freezing of the
potable/waste water system. Moreover they are able to
monitor and control the floor panel and slide locking
mechanism heating. The number and the location of the
IPCUs in the aircraft is layout related and is stored in the
CAM. Up to six IPCUs can
© Airbus Training Center Hamburg
be installed in the aircraft. A counter is assigned to each
IPCU for internal use.
(15) Doors/Slides related Indication
The CIDS interfaces with the Doors and Slides
Management Control Unit (DSMCU). The DSMCU
transmits the respective status of the cabin doors as well
as the status of the slide rafts. This status is displayed on
the FAPs as secondary means.
(16) Emergency Power Supply Unit (EPSU)
The CIDS director initiates the BITE test of the EPSU, if a
respective command is given by the Onboard Maintenance
Terminal (OMT).
(17) Galley Cooling
The galley cooling system is part of the central
supplemental cooling system (SCS) of the A/C. The CIDS
monitoring function for the galley cooling system displays
the system parameters on the cabin panels when the
system works normally. It also gives messages and
warnings to the cabin crew and to the maintenance
personnel, if a malfunction occurs.
(18) Trolley Lift
through the DEUs type B the CIDS has an interface to the
up to two trolley lift controllers in the A/C. The trolley lift
monitoring function gives messages and warnings to the
cabin crew and to the maintenance personnel, if a
malfunction occurs.
February /16/2004 – MoH
ATA 44 – Page 0011
For training purposes only!
(10) Lavatory Smoke Detection
The lavatory smoke detection function controls the visual
and acoustical indications in the cabin if CIDS receives a
smoke alert from the smoke detection function (SDF). This
function is also applicable for a smoke detection in rooms,
video control centers etc. (The SDF is a part of the CIDS)
AIRBUS TRAINING
EXIT signs in the A/C. CIDS sends the control commands
via the DEUs type A and the PISAs or StA PISAs, which
the signs are connected to.
Cabin Intercommunication Data System
(19) Secondary Power Supply Distribution Box (SPDB)
The CIDS has an interface to the Secondary Electrical
Power Distribution System (SEPDS) for status indication
on the FAPs and control of all SEPDS functions. The
Secondary Power Supply Distribution Boxes (SPDBs) and
the Secondary Electrical Power Distribution Controllers
(SEPDCs) belong to the SEPDS and are both directly
connected to the AFDX data-bus. CIDS interfaces via the
AFDX data-bus with the SEPDS.
(20) In Flight Entertainment (IFE)
The CIDS monitors and controls the status of the IFE
system by exchanging several control commands with the
IFE. Also, CIDS distributes the audio part of
announcements through headsets and loudspeakers at the
passenger seats and therefore sends audio signals to the
IFE. It also receives the audio part of video
announcements from the IFE to distribute it to the cabin
loudspeakers. CIDS even receives certain video signals
from the IFE for display of previews etc. on the FAP.
(21) Emergency Evacuation Signaling
In case of emergency evacuation of the A/C, CIDS controls
the evacuation signaling in all cabin areas and in the
cockpit. During an emergency the evacuation signaling can
be activated from the cockpit, from the FAPs or from the
Mini-FAPs.
(22) Passenger Lighted Signs
The CIDS processes the normal and automatic operation
of the No Smoking (NS) or Portable Electronic Devices
(PED), Fasten Seat Belts (FSB), Return to Seat (RTS) and
© Airbus Training Center Hamburg
A380-800 General Familiarization
(23) Passenger Call
From the passenger seats and the lavatories, passengers
can initiate calls to the cabin attendants that trigger
different acoustical and visual signals in the A/C cabin. The
CIDS organizes the distribution of these signals to certain
cabin zones or to the complete deck/cabin based on the
cabin layout.
(24) Cabin Illumination
The CIDS controls all illumination devices in the A/C cabin,
either through direct control commands or by transmitting
them to the IFE (for special lighting devices at the seats).
The cabin illumination is controlled independently in the
different cabin zones, decks and rooms. Control
commands can be entered via the FAPs or the Mini-FAPs.
(25) Reading Lights
The reading lights function of the CIDS controls the
passenger reading lights, attendant work lights and decor
lights in the cabin.
(26) Air Conditioning
For the air conditioning system the CIDS remotely controls
the cabin temperature in a given range and services the
network for the temperature sensors. The temperature can
be set via the FAPs or the Mini-FAPs. The actual
temperature in the different cabin zones is indicated on the
FAPs.
February /16/2004 – MoH
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For training purposes only!
44 – Cabin Systems
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Intercommunication Data System
(28) Electrical Load Management
The Electrical Load Management Unit (ELMU) de-powers
(shed) aircraft
systems in case of generator
failure/overload. The CIDS director shows the shed cabin
systems on the FAP.
(29) Vacuum System Control Function (VSCF)
The Vacuum System Control Function monitors the
Vacuum Toilet System but does not perform any real data
processing or system control. CIDS only provides the data
transport between the single independent units of the
vacuum toilet system, carries out the fault reporting and
the system indications on the FAPs and in the cabin.
(31) Cabin Programming
through a FAP menu page three different programming
modes are available, which are accessible on ground as
well as during flight. The three programming modes are:
Cabin Zones Programming, No Smoking Zones
Programming and Non Smoker Aircraft Programming.
They can all be protected with an access code.
(32) Layout Selection
Through a FAP menu page the layout selection function of
the CIDS offers the user to choose one cabin layout out of
a maximum of three pre-defined and three modifiable cabin
layouts. This function is protected with an access code.
(33) Online Loudspeaker Level Adjustment
The online loudspeaker level adjustment function makes it
possible to adjust the loudspeaker level of announcements
and chimes manually.
(30) BITE
The CIDS BITE provides an extensive self-monitoring
capability. It detects nearly all of the system failures and
reports them to the On Board Maintenance System (OMS).
Depending on their importance, failures are displayed on
the cabin panels and lead to respective annunciations in
the cabin and in the cockpit.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0013
For training purposes only!
(27) Lavatory Occupied Function
In order to inform the passengers about the occupied
status of the lavatories, CIDS controls and indicates the
lavatory occupied signs.
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
2.2 In Flight Entertainment (IFE)
Optional System Features
Basic System Features
Audio
The IFE Basic System gives and sends audio signals from head
end equipment to each passenger seat selected by the airline,
through the Cabin Related Network. Audio program channels
are set at the Passenger Control Unit (PCU) (and/or an optional
touch screen display), which is part of the Cabin Distribution
Network (CDN) and found on or at each seat.
The system can supply at least 24 Audio channels to each
PCU.
Passenger Service System (PSS)
The installed IFE System gives the passenger interface for the
Passenger Service System (PSS) functions, “reading light” and
“flight-attendant call” as a basic function.
-
overhead video
in-seat video
in-seat telephone
wall mounted telephone/fax
interactive functions
audio and/or video on demand
IFE power management
Portable Electronic Device(s) (PED) power supply
All optional system features can be installed in any combination
based on customer choice.
Built In Test Equipment
System BITE is available through the On board Maintenance
System (OMS).
Secondary Power Distribution Box (SPDB) Power
Management
Each Secondary Power Distribution Box (SPDB) performs
Power Management (PM) at the busbar and at the individual
phase level.
The task of the PM is to limit the power consumption of the IFE
system based on customized limits.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0014
For training purposes only!
These are optional system features:
AIRBUS TRAINING
44 – Cabin Systems
A380-800 General Familiarization
In Flight Entertainment System
Audio
Built-In Test
Equipment
(BITE)
Passenger
Service
System (PSS)
Power
Management
Optional System Features
In-Flight
Entertainment
(IFE)
Portable
Electronic
Device (PED)
Power Supply
Overhead
Video
In-Seat
Video
IFE Power
Management
Audio and/or
Video On
Demand
In-Seat
Telephone
Wall
Mounted
Telephone
Interactive
Functions
IN-FLIGHT ENTERTAINMENT SYSTEM OVERVIEW
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0015
For training purposes only!
Basic System Features
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
Architecture of the System
For training purposes only!
IFE Head-End – IFE Center (IFEC)
The main concept of the architecture is to package as many of
the IFE System related “head-end” LRUs, in applied space and
cooling constraints, into an enclosed, ventilated and powered
volume, termed the “IFE Center”. The IFE Center, (IFEC), is
located in the “Emergency Electronics Bay” at the forward part
of the Upper Deck.
The IFEC rack(s) contain the IFE System head end equipment
which can be head-end computers, modulators, third party
equipment, the storage for digital media and different customerdefined media players (e.g. Audio Reproducers, Passenger
Video Information System (PVIS) (e.g. Airshow (Random
Access Device (RAD), DIU), Video Tape Reproducers (VTRs),
DVD players etc). Interfaces to the power, ventilation, aircraft
systems, CIDS, Network Server System (NSS), Satellite
Communication (SATCOM), the Flight Attendant Panels (FAPs),
etc. and the cabin distribution part of the entertainment system
will be given.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0016
AIRBUS TRAINING
44 – Cabin Systems
A380-800 General Familiarization
IFE Center Rack
IN-FLIGHT ENTERTAINMENT CENTER RACK - LOCATION
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0017
For training purposes only!
In Flight Entertainment System
44 – Cabin Systems
AIRBUS TRAINING
In Flight Entertainment System
-
Cabin Distribution Network
The cabin related network is responsible for distributing data
between the IFE Center and the whole cabin including any
optional rooms or areas that have been specified. In addition to
basic aircraft wiring, the cabin related network connects and
have these units:
-
Handsets are installed in the armrests of the seats
SDUs are installed in the armrest or in the backrest of the
preceding seat.
TUs are installed above the cabin ceiling in each of the
respective main and upper deck cabins.
Overhead display units are installed in the center overhead
racks and/or be wall-mounted.
Area Distribution Boxes (ADB)
Floor Disconnect Boxes (FDB)
Tapping Units (TU)
Display Units (DU)
Seat related equipment:
• Seat Electronic Boxes (SEB)
• Passenger Control Units (PCU)
• Handsets
• Seat Display Units (SDU)
For training purposes only!
-
-
A380-800 General Familiarization
All the units are powered from Secondary Power Distribution
Boxes (SPDBs) to which they are interfaced.
These are the location of the units of the cabin related network:
- ADBs are installed above the cabin ceiling of the main deck
and distributed linearly along the cabin. Thus the upper
deck ADBs have an under-floor location and the main deck
ADBs have an above-ceiling location.
- FDBs are installed under the floor panels of their respective
main and upper deck cabins.
- SEBs are installed under a seat or seat group in the cabin
by the seat manufacturer,
- Seat related equipment are installed in each seat by the
seat manufacturer.
- PCUs are installed in the armrest of a seat
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0018
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
In Flight Entertainment System
IN-FLIGHT ENTERTAINMENT ARCHITECTURE
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0019
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
IFE System Control
IFE Control Panel on the FAP
A minimum of one Flight Attendant Panel (FAP) per deck will be
installed as basis on the A380. The FAP is interfaced to the
CIDS and the IFE system thus enabling control and monitor
functions for these systems to be provided.
The IFE system is specified so as to be totally controllable by
the cabin staff from one or more FAPs, and all possible IFE
features are accommodated by the interface to the FAP(s).
Cabin Workstation
The cabin workstation is a fully customized optional area in
which the purser or other cabin attendants can work. More than
one cabin workstation can be installed according to airline
wishes and each cabin workstation can or can not contain a
Flight Attendant Panel (FAP).
Irrespective of the inclusion of a FAP a cabin workstation can
contain a customized RCC which require frequent manual
operation.
IFE Control from the RCC
Additional IFE control terminals, termed Remote Control
Consoles (RCC) can be optionally attached to the cabin
distribution system enabling the cabin staff to control the IFE
system from locations other than at the FAPs. The location(s)
of the Remote Control Consoles (RCCs), if existent, are in the
cabin and dependent on customer choice. There is an extra
specification of the RCC that gives detail requirements for
integration in the aircraft.
The additional control panels can be interfaced to any ADB(s)
of the cabin distribution network.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0020
For training purposes only!
In Flight Entertainment System
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
In Flight Entertainment System
IFE CONTROL PANEL ON THE FAP
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0021
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
Functions of the System
Portable Electronic Device (PED)
The PED power supply does the recharging or operation of
PEDs e.g. Notebooks, PDAs, portable music player, etc..
Emergency and Passenger Address (PA) Announcement
The IFE System distributes the broadcasting of emergency
announcements and other Passenger Address (PA)
announcements from the CIDS to the individual passenger
headsets at a higher priority than any “entertainment” audio.
The IFE System distributes Video Passenger Announcements
(VPA), from selectable sources which then override the existing
video and audio being distributed throughout the cabin in those
PA zones for which the VPAs are set and the VPA is shown on
all overhead monitors and all operated in-seat displays in the
cabin zone(s) for which it is set. The audio with the related VPA
announcements is heard over all through the in-seat headsets
© Airbus Training Center Hamburg
and all cabin loudspeakers at pre-set volume levels in the cabin
zone(s) for which the VPA is set.
System operation during Passenger Address (PA)
During a PA announcement the IFE system does these
functions:
- PA broadcast through passenger headset
- video source hold (customer dependent option)
- audio source hold (customer dependent option)
A PA announcement can have one of these PA modes:
- DIRECT PA: this PA mode addresses the whole aircraft
including crew rests
- PA ALL; this PA mode addresses all passengers, i.e. no
crew rests.
- ZONE PA; (e.g. PA 1, a zoned PA applied to zone #1 only
– a subset of the passengers onboard)
CIDS inform the IFE System of a PA through the PA key-lines
and data words that describe the PA mode and the operating
cabin-handset.
IFE Power Up
The IFE system is set to ON by a main switch. The IFE-system
has this power up sequence:
- internal addressing
- internal BITE test
- synchronization with the CIDS
February /16/2004 – MoH
ATA 44 – Page 0022
For training purposes only!
IFE Power Management (PM)
The task of the IFE PM is to start limiting power consumption
when the current level for IFE power management exceeds
customized, pre-defined values, (example values: 13A column
phase current or 37.7A busbar phase current equivalent to
13kVA busbar load).
The customized IFE PM measures implemented try to keep the
currents lower than the Secondary Power Distribution Box
(SPDB) PM levels (example values: 14A / 14kVA).
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Power-Down Sequence
Flight attendants have the ability to start a shutdown of the
system at any time from the IFE control panel on the FAP(s).
Under all conditions (e.g. controlled shut down, abrupt loss of
power) the power down sequence of the IFE system ensures
that on the next power up the system boots up as normal.
Seat groups can be set to OFF for example, as a result of
power management, or for maintenance reasons or on the
ground to reduce the ground cart requirements for the aircraft.
IFE/CIDS Interface
The IFE System gives and accepts signals to / from the CIDS
which let interface the IFE system with the CIDS (i.e. to set the
IFE system into the various PA modes, to let CIDS distribute
audio signaling from the IFE system over its own network,
(cabin loudspeakers) etc.).
IFE System/Other Systems Interfaces
The IFE system can internally process video and audio signals
from third party systems and equipment (such as moving map
systems / Passenger Video Information System (PVIS),
landscape-, purser- and cockpit cameras, etc.) and to distribute
the video and audio signals to the overhead video and in-seat
networks as necessary. The IFE system gives a fully integrated
connection to the Network Server System (NSS), which forms a
part of the NSS network and a fully integrated connection to the
SATCOM system, (if this is installed), which permits the
transmission of high-speed data for the cabin communication
and entertainment systems (data transfer services including Email).
The IFE system may optionally give a control function over third
party systems / equipment interfaced to the IFE System.
IFE System / Cabin Crew and Passenger Interface
The IFE system permits the cabin crew and the passengers to
make inputs and requests to the system, i.e. to “interact” with
the system. The actual operation mode of the IFE system may
automatically (i.e. without manual intervention) in relation to the
aircraft flight phase (e.g. Weight Off Wheels (WOW), Flaps
Lowered, Oil Pressure High, etc.) as specified by the airline.
The purser or other authorized cabin staff have the possibility to
manually set the system into a given mode of operation
irrespective of the flight phase if and when he so chooses.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0023
For training purposes only!
In Flight Entertainment System
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
AUDIO SYSTEM
The IFE System has the capability to supply at least 24 audio
channels to each passenger seat to be set through the
Passenger Control Unit (PCU).
VIDEO SYSTEM
The IFE System has the capability to supply at least 10 video
channels to each passenger seat (In-Seat Video) and Overhead
Video. The actual number of video channels/streams installed
on a given aircraft is subject to Airline definition. The video
channels may be used for and/or assigned to:
-
movies (broadcast or VOD)
Passenger Video Information System (PVIS)
camera images
live TV
Aircraft Communicating Addressing and Reporting System
(ACARS) messages
© Airbus Training Center Hamburg
Overhead Video System
The Overhead Video gives visual entertainment from video
head end equipment to overhead Display Units (DU) in the
cabin and/or wall-mounted DUs in the rooms through the Cabin
Distribution Network (CDN) of the basic system and additional
Tapping Units (TU).
This optional feature is capable of reproducing pre-recorded
programs from different video sources. The accompanying
program sound is distributed through IFE System head-end
equipment and the CIDS cabin PA-system to the different
viewing zones in the cabin or rooms.
The video features are operated from an IFE Control Panel or
application installed in the cabin to set the necessary program
from each video source for any viewing zone.
In-Seat Video
The In-Seat Video gives visual and aural entertainment from
head end equipment to each passenger seat through the CDN.
The In-Seat Video is capable of reproducing pre-recorded
programs from video reproducers and/or servers. The program
images are shown on Seat Display Units (SDU) found at each
seat and the related audio is supplied to the in-seat headsets.
Channels are set at a Passenger Control Unit (PCU) and/or
touch-screen.
February /16/2004 – MoH
ATA 44 – Page 0024
For training purposes only!
Video and Audio Entertainment
The passenger have access to the entertainment programming
through shared overhead video screens and/or through
individual video screens installed in the seats. Accompanying
sound or stand-alone audio programming is heard through
cabin loudspeakers and/or through individual in-seat
headphones. The exact functions installed with a given IFE
system on a given aircraft is customized.
AIRBUS TRAINING
A380-800 General Familiarization
A PCU/Handset with extended functions and/or an SDU with a
touch-screen features is available for these functions.
In Flight Entertainment System
VIDEO AND AUDIO DISTRIBUTION
The IFE system distributes video signals from all sources
throughout the cabin through an optional overhead display unit
network and may distribute the audio with the related overhead
video signals to the individual passenger headsets. Additionally
the audio with the related overhead video signals are distributed
to the cabin loudspeakers through the CIDS.
Interactive Functions
In addition to the in-seat video, the interactive functions has
custom functions such as games, pay per view, duty free
shopping etc. These functions do not just distribute data to the
passengers but permit the passengers to “interact” with the
system in order to define which information is send to them.
A given video source is assignable to individual, multiple or all
video zones on the aircraft and the audio channel(s) with the
related zonal video broadcasts are automatically and correctly
assigned to the broadcast audio channels in each and all of the
set zones. The IFE system distribute alternate audio tracks with
all the related video programming.
A PCU/Handset with extended functions and/or a SDU with
touch-screen features is available for these functions to give
passengers control for interactive functions. As an option, the
seats may be equipped with a credit card reader or another
input device to charge the services.
Boarding Music
The A380 boarding music is handled as standard from the
CIDS. The IFE System can sends to the CIDS boarding music
from its audio content as an option and is used one or more of
the six video sound channels available for transmission.
In this case the audio given by the IFE System is treated by
CIDS as a PA and thus fed back to the IFE System so that the
audio will not only be heard through the cabin loudspeakers but
also through the in-seat headsets.
Audio and/or Video on Demand
In addition to the in-seat video system an interactive function is
audio/video on demand (AOD, VOD, AVOD), to give individual
passenger selection and handling of audio and video programs.
© Airbus Training Center Hamburg
In-Seat Telephone
The IFE system has a sufficient number ( to be defined by the
airline ) of telephone channels for air-to-ground/ ground-to-air
communication ( voice, fax and data ) through a radio
communication link. The in-seat telephone has a number of
telephone channels for cabin internal seat to seat
communication, and for air to ground communication (voice and
data). The telephone handset and/or device with equivalent
functions, is installed in the passenger seat and interfaced to
the head end equipment of the basic system through the PCU
or directly to the Seat Electronic Box (SEB) of the cabin related
network.
Passengers can set-up and complete air to ground phone calls
from the seat and can control the received audio levels. For call
billing the seats may be equipped with a credit card reader
and/or credit card information input device, (an airline option).
February /16/2004 – MoH
ATA 44 – Page 0025
For training purposes only!
44 – Cabin Systems
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
Passenger Service System (PSS)
The PSS functions of reading light and attendant call functions
have priority over all other IFE functions and be available 100%
of the time, irrespective of the functional and operational states
of the IFE system as a whole or of the flight phase being flown.
Passenger Lighted Signs Distribution
The IFE System may have as a customized provision to show
and announce the passenger lighted signs of the CIDS (e.g.
Fasten Seat Belt, No Smoking) through the PCU, SDU, and
overhead monitor. If a sign is set the CIDS sends the related
information.
Cabin Layout Comparison
The IFE System compares the internal Layout of Passenger
Address data (LOPA) with the layout data from the CIDS to
synchronize the cabin layout of the two systems so that
mismatch functions (e.g. PSS) are prevented. Each IFE system
LOPA is identified by a unique LOPA identifier which stores in
the IFE system’s database; the related cabin layout of the CIDS
is stored in the Cabin Assignment Module (CAM).
Basically, the LOPA identifier has these data:
-
The IFE System compares the LOPA identifier data:
-
-
N
Note: Return To Seat (RTS) sign is used in lavatories and other
separate rooms.
-
© Airbus Training Center Hamburg
Customer/Airline Identifier
A/C Version Number
LOPA Number (identifies the LOPA that has to be used)
LOPA modification counter (identifies the released issue of
belonging LOPA)
If the LOPA identifier describes the same LOPA as
previously used then the IFE System retain the same LOPA
as used before.
If the LOPA identifier is known but the related LOPA not
operates the IFE System shows the mismatch at the IFE
control panel and request the loading of the related LOPA.
If the LOPA identifier is not known in the database the IFE
System shows the mismatch at the IFE control panel.
If the LOPA identifier is not send by the CIDS the IFE
system keeps the same LOPA as used before.
February /16/2004 – MoH
ATA 44 – Page 0026
For training purposes only!
Wall Mounted Telephone/FAX
The IFE system has the capability to provide telephone
communication for wall-mounted telephones, (WMT), and fax.
Optionally wall-mounted telephone(s) /FAX(s) may be directly
connected to the Cabin Telecom Unit (CTU) in which case there
is no interface at all to the IFE System.
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
In Flight Entertainment System
CIDS - CAM
IFE - DATABASE
LOPA 1
LOPA identification 1
For training purposes only!
CIDS Layout 1
LOPA identification 1
CIDS Layout 2
LOPA 2
LOPA identification 1
CIDS Layout 3
LOPA identification 2
LOPA identification 2
LOPA 3
CIDS Layout 4
LOPA identification 2
LOPA identification 3
CIDS Layout 5
LOPA 4
LOPA identification 3
LOPA identification 4
CIDS Layout 6
LOPA identification 4
CABIN LAYOUT COMPARISON
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0027
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
External Communication Systems
2.3 External Communication Systems
Passenger Air-to-Ground Telephone (PATS)
TBD
Passenger Local Radio
For training purposes only!
TBD
Passenger Local Television and Data Broadband
TBD
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0028
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
External Communication Systems
TBD
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0029
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Video Monitoring Systems
2.4 Cabin Video Monitoring Systems
For training purposes only!
The cameras of the Cockpit Door Surveillance System (CDSS)
are connected to the Cabin Video Monitoring Systems (CVMS).
These cameras monitor the area of the cockpit door from the
cabin side. The images of the CDSS can b e shown in the
cockpit on the System Display (SD) and in the cabin on the
FAP.
The CVMS aims at helping the crew in the surveillance of the
cabin. It gives images of the whole cabin (main and upper deck)
and of some other areas such as the stair houses. These
images are shown on the Flight Attendant Panels (FAPs) for the
cabin crew and can be forwarded on the cockpit SD for the flight
crew.
The images given by any camera are available for any FAP
regardless its location in the aircraft and it is possible to show
up to 4 images on split screen mode or one image on single
mode. For the baseline CVMS display of video is supported only
on the first FAP of the upper and the main deck.
The CVMS has the possibility to be disabled in the cockpit in
case of hijacking.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0030
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cabin Video Monitoring Systems
CABIN VIDEO MONITORING SYSTEM
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0031
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cabin Monitoring Systems
CVMS – CAMERA POSITION BASELINE
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0032
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Cabin Monitoring Systems
CDSS LOCATIONS
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0033
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cabin Monitoring Systems
Architecture
For training purposes only!
The Cabin Video Monitoring System (CVMS) is made up of
these equipments:
- one Data Acquisition Unit (DAU), the video controller of the
CVMS, that interacts with the Concentrator and Multiplexer
for Video (CMV)
- one video recorder
- about 10 Area Distribution Units (ADUs): Interfaces
between the cameras and the Data Acquisition Unit (DAU),
convert the analog video signal from the cameras to a
digital signal.
- about 50 cameras (hidden or not) installed in the ceiling of
the cabin
- one 100BaseT Ethernet bus as communication means
between the ADUs and the DAU
- an interface to the Cabin Intercommunication Data System
(CIDS), the Flight Attendant Panels (FAP) and to the
Cockpit System Display (SD) will also be used as a means
of display and communication for the CVMS
The main interfaces of the CVMS are the:
- Flight Attendant Panels (FAP),
- In Flight Entertainment (IFE)
- Ground Service Panel (GSP),
- On-board Maintenance Server (OMS)
- Data Loading Centralized Server (DLCS)
- Video Recording Capability (tape or hard disk) as an
option,
- IFE for a certain amount of cameras (duty free
display, …) as an option.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0034
AIRBUS TRAINING
44 – Cabin Systems
A380-800 General Familiarization
Cabin Monitoring Systems
Up to 10 cameras
Up to 10 cameras
Up to 10 cameras
Up to 10 cameras
Up to 10 cameras
Power
CVMS Ground Service
Panel
Area Distribution
Unit 2
Area Distribution
Unit 4
Area Distribution
Unit 3
Ethernet
Area Distribution
Unit 5
CVMS Equipment
delivered by Airbus
Discrete
Area Distribution
Unit 1
Power
SPDB #2
SPDB #4
Power
Up to 10 cameras
Up to 10 cameras
Up to 10 cameras
Area Distribution
Unit 6
Area Distribution
Unit 7
Area Distribution
Unit 8
Area Distribution
Unit 9
Area Distribution
Unit 10
SPDB #6
Fibre Optic
Up to 10 cameras
1 ... 10
Up to 10 cameras
Fibre Optic
Discrete
AESS
11 ... 20
Data Acquisition Unit
Analogue
Video
Analogue Recorder
Discrete
Digital Recorder
6 x Analogue
Video
Ethernet
2 x Analogue Video
CRU
ECYM1, 15.12.2003 Version 1
SMPTE 297
CMV
Up to 5 FAPs
daisy chain
Cockpit System
Display
IFE
A/C-Data
OMS
SATCOM
Analogue video
of up to 6 CDSS
cameras
DLCS
TBD
Ethernet
CDSS
Ethernet
Up to 9 ADUs Upper + 1 ADU Main Deck.
Up to 1 ADUs Lower Deck Facilities.
Ethernet
Fibre Optic
Up to 5 FAPs
daisy chain
Non CVMS Equipment
CVMS BASELINE ARCHITECTURE
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0035
For training purposes only!
Power
AIRBUS TRAINING
Control and Indicating
At the bottom of the screen, the system and function keys are
used to navigate through the different pages.
The hard key panel is used for major functions, which have to
operate independently from the FAP touch screen.
The hard key panel contains all hard keys and some interfaces
and is protected under a transparent cover.
3. Control and Indicating Description
3.1 Cabin Intercommunication Data System
The Flight Attendant Panel (FAP) is the main user interface with
the CIDS. It programs, controls and indicates the status of the
CIDS and related cabin systems. It is made of a touch screen
and a sub panel.
The FAP display structure is made of different pages related to
the different systems connected to the CIDS. The FAP has its
own software to build the screens using data from the directors.
On the top left hand corner of the screen, the Caution (CAUT)
push button will turn from grey to amber in case of CIDS fault. A
message related to this caution will be displayed on the heading
row to indicate which page to select. In some cases, system
pages will come up automatically under failure detection.
The SCREEN OFF button is located in the lower left corner of
the touch screen. Pushing that button switches the screen off.
The screen is also switched off, if no input is made for more
than 10 minutes. The screen is switched on again, if you touch
the screen or in case of an auto event.
The CABIN STATUS button on the bottom right hand corner of
the screen calls the CABIN STATUS page, which gives an
overview of the cabin status. This button will be green when the
CABIN STATUS page is displayed or grey if not.
© Airbus Training Center Hamburg
A380-800 General Familiarization
These hard keys are installed on the sub panel:
- PED POWER to switch the Portable Electronic Device
(PED) power ON or OFF in all class seats
- LIGHTS MAIN ON/OFF to switch the main cabin lights ON
or OFF (100% or 0%)
- LAV MAINT standing for lavatory maintenance to switch
lavatory lights on (100%)
- SCREEN 30 sec LOCK to lock the touch function of the
screen and be able to clean it
- EVAC CMD to initiate an emergency evacuation
- EVAC RESET to reset the evacuation lights and audio alert
SMOKE
- RESET to reset the audio smoke alert
- FAP RESET.
- EMER standing for emergency
- PAX SYS to cut off the In Flight Entertainment (IFE)
system, normally enabled upon power-up.
- USB plug for Personal Computer connections
- Headphone plug to listen to PRAM before broadcasting.
On the lower part of the FAP panel, 3 flash card readers are
installed. The OBRM flash card contains the system software.
The CAM flash card contains the system properties and cabin
layout information.
The third flash card is optional and is for the PRAM.
February /16/2004 – MoH
ATA 44 – Page 0036
For training purposes only!
44 – Cabin Systems
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Cursor
Indicator
System
and
Function
Keys
USB
Plug
Hard
Key
Panel
Flash
Card
Readers
Headset
Plug
CABIN INTERCOMMUNICATION DATA SYSTEM - FAP
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0037
For training purposes only!
Control and Indicating
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Blue card
Deck selector
Text string
List box
Overlay
Display area for
CIDS functions
System and
Function Key Row
CIDS DISPLAY ARRANGEMENT
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0038
For training purposes only!
Heading Row
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Key function not
available/disabled
Active Key with
indicator function
Invisible Keys
(not used)
Activated Key
Key disabled
activated
For training purposes only!
Active Key
DISPLAY MODES FOR SYSTEM KEYS
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0039
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
IFE Control Panel on the FAP
A minimum of one Flight Attendant Panel (FAP) per deck will be
installed as basis on the A380. The FAP is interfaced to the
CIDS and the IFE system thus enabling control and monitor
functions for these systems to be provided.
The IFE system is specified so as to be totally controllable by
the cabin staff from one or more FAPs, and all possible IFE
features are accommodated by the interface to the FAP(s).
Cabin Workstation
The cabin workstation is a fully customized optional area in
which the purser or other cabin attendants can work. More than
one cabin workstation can be installed according to airline
wishes and each cabin workstation can or can not contain a
Flight Attendant Panel (FAP).
Irrespective of the inclusion of a FAP a cabin workstation can
contain a customized RCC which require frequent manual
operation.
For training purposes only!
IFE System Control
IFE Control from the RCC
Additional IFE control terminals, termed Remote Control
Consoles (RCC) can be optionally attached to the cabin
distribution system enabling the cabin staff to control the IFE
system from locations other than at the FAPs. The location(s)
of the Remote Control Consoles (RCCs), if existent, are in the
cabin and dependent on customer choice. There is an extra
specification of the RCC that gives detail requirements for
integration in the aircraft.
The additional control panels can be interfaced to any ADB(s)
of the cabin distribution network.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0040
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
IFE CONTROL PANEL ON THE FAP
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0041
AIRBUS TRAINING
44 – Cabin Systems
A380-800 General Familiarization
Control and Indicating
When the IFE System is started the set functions are available
to the passengers until such time as the purser, the automatic
flight phase control or an automatic response to an emergency
condition stops the services. Example reasons for an automatic
stop of some or all services might be smoke detected in the
electronics bay or a cabin decompression.
PAX SYS
SMOKE
OFF
A
U
T
O
PAX SYS button is a lighted push-button with two positions
stable, SMOKE legend is red and OFF legend is white.
(1225 VM Control Panel)
© Airbus Training Center Hamburg
The IFE System sends audio PA announcements started from
the cockpit, by the cabin staff or from automatic system (e.g.
Pre-recorded Announcement and Boarding Music Audio
Reproducer
(PRAM)
based
emergency
instruction
announcements in the case of a decompression), to the
passenger headsets in the related zone(s) which are to be
addressed by a given announcement. For this purpose
interfaces between the CIDS directors and the IFE system are
given. Entertainment players and servers pause during PA
announcements as defined by the airline customer. Broadcast
streams distributed over zones that are not addressed are not
normally paused. In all cases the audio and video PA
announcements have priority over the entertainment functions.
The IFE System sends video PA announcements started from
the cabin staff or from the automatic system (e.g. file server
based announcements started for example, by flight phase), to
the overhead cabin monitors and to a given channel on the
individual in-seat monitors. The airline customer can chose the
priority level these announcements have; at the highest priority
the in-seat channels are set automatically to the video
announcement channel, the related audio track is send to the
passengers headsets and to the overhead cabin loud speakers.
At the lowest priority the cabin loudspeakers remain silent but a
passenger can tune his in-seat display to the distributed video
channel and can hear the related audio track through his
headset.
February /16/2004 – MoH
ATA 44 – Page 0042
For training purposes only!
3.2 In Flight Entertainment System
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
ALERT FUNCTIONS FOR PASSENGERS
The passenger reading light ON/OFF function is operated
through a Push Button (P/B) at each Passenger Control Unit
(PCU). The reading light function has priority over all other IFE
functions apart from the passenger call function. The passenger
reading light order is send through the cabin related network to
the IFE system head end equipment and to the CIDS directors.
Passenger Call
The performance requirements for the Passenger Call system
operating under the following set/reset conditions are defined:
-
Passenger Call selection/reset through PCU
Passenger Call selection/reset through a PSU in case of
passenger call sign in PCU
Passenger Call zone reset through an IFE Control Panel or
the FAP/AAP of CIDS
If required by the customer or Airworthiness Authorities (AA) an
announcement or signaling, given by the IFE system according
to the alert, is distributed to the passenger through the PCU,
handset and/or to the SDU.
Alerts in the A/c are for example, evacuation signalling, smoke
alerts and cabin decompression. As a customized provision 15
different alert types are feasible.
The 15 alert types are assigned through the Cabin Assignment
Module (CAM) parameters in the CIDS. In case of an alert CIDS
sends the related alert order(s) to the IFE System.
Loss of External Input Data
The result of loss of external input data is indicated as a
message on the IFE control panel e.g. “Telephone calls not
possible”.
The passenger call function has priority over all other IFE
functions and is available 100% of the time, irrespective of the
functional and operational states of the IFE system as a whole
or of the flight phase being flown.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0043
For training purposes only!
Passenger Reading Light Activation
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3.3 Cabin Video Monitoring System
Cabin Video Monitoring System (CVMS) Control
For training purposes only!
A minimum of one Flight Attendant Panel (FAP) per deck is
installed as basis on the A380. The FAP is interfaced to the
CIDS and the CVMS thus enabling control and monitor
functions for these systems to be provided.
The CVMS is specified so as to be totally controllable by the
cabin staff from one or more FAPs, and all possible CVMS
features are accommodated by the interface to the FAP(s).
The images of the CVMS can also be shown in the cockpit on
the System Display (SD) (Refer to ATA 31).
The images given by any camera are available for any FAP
regardless its location in the aircraft and it is possible to show
up to 4 images on split screen mode or one image on single
mode. For the baseline CVMS display of video is supported only
on the first FAP of the upper and the main deck.
The CVMS has the possibility to be disabled in the cockpit in
case of hijacking.
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0044
44 – Cabin Systems
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
CVMS CONTROL PANEL ON THE FAP
© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0045
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
44 – Cabin Systems
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© Airbus Training Center Hamburg
February /16/2004 – MoH
ATA 44 – Page 0046
AIRBUS TRAINING
45
A380-800 General Familiarization
Onboard Information Systems – Content
Page
1.
2.
General..................................................................... 2
System Description................................................... 8
2.1 Centralized Maintenance System (CMS) ............ 8
2.2 Aircraft Condition Monitoring System ................ 26
2.3 Data Loading and Configuration System .......... 44
3. Control and Indicating............................................. 48
3.1 ACMS Control and Indicating............................ 48
© Airbus Training Center Hamburg
June/01/2004 – Nic
ATA 45 – Page 001
AIRBUS TRAINING
A380-800 General Familiarization
Onboard Maintenance Systems Introduction
The OMS has these three main systems:
1. General
-
Aircraft Condition
novelties on A380:
Monitoring
System
(ACMS)
The A380 ACMS design represents a completely new system
implementation architecture and consists of the avionics based
CDAM and uses the onboard NSS. Main system design drivers
are:
-
A380 Aircraft Network based on Avionics Full-Duplex
Switched Ethernet (AFDX)
A380 Network Server Philosophy
Human Machine Interface (HMI) given by the NSS using the
Onboard Information Terminal (OIT) and the Onboard
Maintenance Terminal (OMT).
Onboard Maintenance System (OMS) Overview
a Centralized Maintenance System (CMS)
an Aircraft Condition Monitoring System (ACMS)
a Data Loading and Configuration System (DLCS)
exchanging and storing data through the same OMS database.
Those subsystems are integrated in a shell called Open World
Shell (OWS), with some external systems closely linked to OMS
main applications. These systems are the Digital Log Book,
Maintenance Documentation, Power Distribution Control
System (PDCS).
Human Machine Interface (HMI) for airframer application is
structured as a set of “tasks”. An application can manage
several tasks at the same time for a given user workstation.
Open World Shell (OWS) is a shell HMI manager which permits
access to Airbus applications (or their main function) hosted by
the airframer network. Specified mainly for HMI integration
purposes, the OWS allows navigation and communications
among the hosted applications.
The OMS applications share the same data base : the
maintenance database administration is accessed and
controlled through the OWS.
The A380 Onboard Maintenance System (OMS), covered by
the ATA Chapter 45, gives several functions whose aim is to
support airlines maintenance activities.
The OMS contribute to support:
-
aircraft servicing
line, scheduled and unscheduled maintenance
aircraft configuration and reconfiguration monitoring
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 002
For training purposes only!
45 – Onboard Maintenance System
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Onboard Maintenance Systems Introduction
OMS FUNCTIONS
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 003
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
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© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 004
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Onboard Maintenance Systems Introduction
Centralized
Maintenance
(refer to 2.1)
cabin
Aircraft
Condition
Monitoring
Data Loading
& Configuration
Monitoring
(refer to 2.2)
(refer to 2.3)
For training purposes only!
Co
ACMS, DLCS AND CMS FUNCTIONS
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 005
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Onboard Maintenance Systems Introduction
General (cont’d)
1. Servicing Reports
2. Condition Monitoring Reports (ACMS Reports)
Servicing Reports
Servicing Reports are addressed to line maintenance with the
objective to trigger all maintenance actions necessary to make
sure sufficient operational status of aircraft systems for the next
flight leg(s) (e.g. oil level, tire pressure, etc.) are available. This
type of action is usually necessary during the aircraft turnaround time.
Because line maintenance personnel can be, but do not
necessarily, highly skilled technicians, the information given by
servicing reports, give, at least in conjunction with the
documentation like AMM, clear and unambiguous instructions.
To comply with this objective servicing reports point out clearly
identified, short-term actions to be done by line maintenance
during the aircraft turn-around time, to prepare the aircraft for
the next flight. This is especially of benefit for items, which are
not necessarily routinely checked after each flight.
© Airbus Training Center Hamburg
Condition Monitoring Reports (so called ACMS Reports) are
mainly focused on early detection of system degradation (e.g.
engine performance) or faults before it comes to a real system
failure. This allows preventive maintenance actions to be
launched timely enough (in particular during scheduled
maintenance checks) to prevent severe consequences like
delays and cancellation. In addition the advanced information of
incipient failures supports airlines regarding fleet management
and maintenance logistics.
In this context the type of information given by ACMS reports
are oriented to give technical details about the operational
status of systems like detected exceedance of permitted limits,
information on abnormal system conditions or tracking of
parameters, which lead to a degradation of operational
performance. This specific data usually needs analysis,
interpretation and finally decision by airline engineering, being
authorized to decide about type and urgency of appropriate
maintenance actions.
The ACMS reports
engineering oriented.
June /01/2004 – Nic
are
therefore
mainly
maintenance
ATA 45 – Page 006
For training purposes only!
Condition Monitoring Reports
The A380 Onboard Maintenance System (OMS) supports
management of two distinct types of information about system
condition/status:
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Onboard Maintenance Systems Introduction
SERVICING REPORTS AND ACMS FUNCTION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 007
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
2. System Description
The CMS is based on Centralized Maintenance Functions
(CMFs) hosted on the Network Server System (NSS). It uses
the NSS facilities to perform several operations, such as:
The RPF manages the database (writing) for the record of fault
messages and other aircraft parameters. Moreover, it manages
the erasing of the data and general parameters transmission.
the Secure Communication Interface (SCI), to communicate
with the avionics world,
the Printer
etc.
The TSF manages the correlation between fault messages,
FDCE, etc. and identifies for each failure the best trouble
shooting procedure.
-
The CMS gets a line maintenance function through its own six
functions:
-
Maintenance Access Function (MAF)
Reporting Processing Function (RPF)
Trouble Shooting Function (TSF)
Bite Access Function (BAF)
Servicing and A/C condition parameters reporting function
(SRF)
Engineering support and data Link Function (ELF)
The MAF manages the access to the maintenance information
and reports, such as PFR or avionics status.
The BAF manages the access to the interactive mode, which
include tests and access to specific data.
© Airbus Training Center Hamburg
The SRF manages the display of servicing and aircraft
monitored systems parameters already recorded into the OMS
database.
The ELF manages the making up of general or specialized
reports and the communication between the onboard CMS and
the ground tools.
The main purpose of the CMS is to ease the maintenance team
actions, by identifying the Trouble Shooting Manual (TSM)
procedure to be applied and, when operational failure occurs,
enabling direct correlation with the crew reports, and by
providing trouble shooting tools (interactive tests, etc.).
The CMS is installed on the two Aircraft Network Server Units
ANSUs, and can be used through Onboard Information
Terminal OIT (*2), Onboard Maintenance Terminal (OMT),
Flight Attendant Panel (FAP), Portable Maintenance Access
Terminal (PMAT), etc.
June /01/2004 – Nic
ATA 45 – Page 008
For training purposes only!
2.1 Centralized Maintenance System (CMS)
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Centralized Maintenance System
Cockpit effects,
Warnings
CENTRALIZED MAINTENANCE SYSTEM
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 009
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
CMF Modes of Communication
CMF Functionality
This table shows the mode of communication used by each
CMF function:
The "reporting" function:
For training purposes only!
This is the primary task of the BITE (in flight and on the ground).
It starts at the end of the safety/power-up tests. It sends
periodically failure messages in real time to the CMF and can
be interrupted on the ground only by the "menu" and "manual
testing" functions.
The "manual testing" function:
On the ground and through the maintenance terminal, the
operator can trigger manual tests. In return, the system sends
queries for test pages display and then test results to the CMF.
The "menu" function:
Lets the CMF display (and send) data specific to the BITE. The
maintenance operator can only initiate this function from the
maintenance terminal and on the ground. Under this condition
the menu mode interrupts the "reporting" function.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0010
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
cabin
For training purposes only!
Cockpit
CENTRALIZED MAINTENANCE FUNCTION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0011
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
BITE Architecture
The BITE is categorised under the criteria how it can
communicate with the CMF.
Type 1 systems can manage normal mode and interactive
mode. Type 2 systems can manage normal mode and send
information during testing using interactive protocol.
For training purposes only!
This table shows the types of BITE communication:
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0012
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
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© Airbus Training Center Hamburg
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ATA 45 – Page 0013
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
BITE Design
-
to analyse and consolidate failures affecting the system in
order to isolate the faulty LRU,
to manage the testing of the system,
to manage and memorise all the data used to report the
faulty LRUs
The recovery from a given fault is herein called failure
adaptation.
There are two means to find failures which are:
-
-
disconnect in some cases, including relevant information to the
flight or cabin crew. Operational requirements most commonly
involve system status indications necessary for the flight or
cabin crew for making decisions such as: whether to dispatch or
not; dispatch is permitted but only degraded operation is
available; etc.
monitoring technique:
The monitoring is a non intrusive technique which is mainly
based on the comparison between the command signal and
a model (physical hardware redundancy or theoretical
software model). Monitoring is considered as an operational
application.
testing technique:
The testing is considered as an intrusive technique where
stimuli are generated to detect the faults. The tests can be
started automatically or manually.
The BITE (the right box) now receives this operational failure
data and elaborates the corresponding failure message
indicating a defective LRU, wiring etc. Failure messages are
memorized together with the operational snapshot data
(engineering or trouble shooting data). The failure messages
and engineering data are sent in an encoded binary format
corresponding to each failure message.
Manual tests are enabled only on ground, generally during the
maintenance phase. Each system and each LRU is therefore
responsible by itself to start a test, which stops the normal
operation of the unit.
The figure on the next page illustrates the relationship between
the monitoring and testing functions and the BITE of a system
or an equipment.
The operational monitoring (the left box) or fault monitoring is
dedicated to verify the availability of the function in its
specification; this can involve all levels of criticality. Safety
requirements will usually involve high level system operations:
reconfiguration, signal selection, mode changing or even
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0014
For training purposes only!
For maintenance purposes, the functions of the BITE are:
45 – Onboard Maintenance System
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For training purposes only!
Centralized Maintenance System
OPERATIONAL FUNCTION AND BITE
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0015
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
BITE Design (cont’d)
Single Computer System
When a LRU has several channels or several independent
functions, only one BITE output bus is connected to the CMF.
For training purposes only!
This architecture will minimize the buses necessary to interface
to the CMF and improve BITE efficiency through data
correlation.
When the architecture of the LRU imposes a full isolation with
no link between the channels or the functions, each of these
channels or functions is connected to the CMS (see
Architecture 2 on the next page).
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0016
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
For training purposes only!
Architecture 1
Architecture 2
BITE ALLOCATION AT LRU LEVEL
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0017
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
BITE Design (cont’d)
Multiple Computer Systems
For training purposes only!
When a system has several computers (e.g. Fly-By-Wire
Controls, Electronics Instrument System, Auto Pilot/Flight
Management System), one of the computers in the system
collects the maintenance data and gives the link between the
system and the CMF (refer to the figure on the next page).
This architecture minimizes the buses necessary to interface to
the CMF and to improve BITE efficiency through a full data
correlation.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0018
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Centralized Maintenance System
SYSTEM BITE: ONE COMPUTER CONNECTED TO THE CMF
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0019
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
BITE Memory Size
The BITE data is stored physically in the Non Volatile Memory
(NVM) of the equipment hosting the system BITE or the single
BITE.
Max number of flight leg records
64
Max number of failure messages per flight leg
32
Max number of ground test records (not for type 2)
10
Max number of failure messages per test record
32
Max number of failure messages in ground area
32
Total number of failure messages in memory
For training purposes only!
These values are given as shown hereafter:
(128)
Max number of characters in user defined area(optional)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0020
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
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© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0021
AIRBUS TRAINING
-
Centralized Maintenance System
Manual Tests in Interactive Mode:
Manual tests are implemented for 5 main reasons:
-
to confirm the presence of any failure reported by a failure
message or to remove any ambiguity of a failure message
to check if the system is in full operating condition
to start the safety test
to test a specific part of the system for aircraft dispatch
to test a specific function
The results of the manual tests are sent to the CMF, as one or
several failure messages.
Failure Messages
A failure message contains all the information which lets the
CMF show the maintenance crew an accurate report for a given
failure. This report is not limited to faulty LRUs. It also gives
information about connectivity of the reported units. It is also
possible to designate several LRUs even if they are not faulty
but only involved in the failure analysis; they are designated as
an ,involved item.
Failure Messages Parameters
Parameters for each failure message are:
-
failure class
flight deck/cabin effect code
message priority
logical expression
LRU designation
© Airbus Training Center Hamburg
N
A380-800 General Familiarization
LRU location
status of the LRU
relative failure probability of the LRU
fault message code
input/output connector
pin number on the connector
status of data on the pin
owner of the connector
relative failure probability of the input/output pin
Note: The last five parameters linked to input/output are not
applicable in case of unit internal failure.
Failure Messages Classification
Any failure found in a system is covered by a failure message
sent to the Centralised Maintenance System (CMS). Failure
messages received from several systems are used by the CMS
to build a final maintenance report for a given event. The CMF
correlates therefore failure messages on aircraft level. Failure
messages having been sent by individuals BITEs are available
for the mechanic or trouble shooting engineer.
Failures detected in a system by different monitoring functions
have different severity on the unit/system and therefore they
have a different level of indication to the flight or cabin crew.
The corresponding failure messages are split there fore into
different classes depending on the consequences of the
failure(s) which triggered them.
The CMF uses the failure message classification in order to
manage the failure messages differently for the requested
maintenance action to be performed.
June /01/2004 – Nic
ATA 45 – Page 0022
For training purposes only!
45 – Onboard Maintenance System
AIRBUS TRAINING
Centralized Maintenance System
Failure Messages (cont’d)
Considering a failure message which could be classified in
different classes, the higher class is always be selected (class 1
being the highest).
When the combination of two or more failures generates a
failure message of a higher class than the failure messages of
each individual failure, only the failure message generated by
the combination of failures is valid and sent to the CMF.
For terminology purpose: the warning (or instrument flag) is
information shown to the pilots.
Class 0 Failure Message
A flight deck effect can be of these type:
- ECAM warning/caution/advisory,
- local warning flag, on an instrument or on an EFIS or
ECAM Display Unit (such as amber crosses on an ECAM
system page, for example),
- sound or lack of sound, etc.
Concerning MMEL dispatch conditions these failures can be NO
GO, GO IF or GO.
Class 2 Failure Message
Any detected failure generating a cabin effect and having safety
involvement as per safety analysis or covered by Airworthiness
Authority (AA) regulation is covered by a class 2 failure
message sent to the CMF.
Class 3 Failure Message
A class 0 failure message represents a failure message where
the operational effect of a detected failure is not known by the
monitoring unit ("class-less" failure message).
Example:
In the aircraft data network a unit (e.g. a IMA module) detects
an internal failure. The unit itself cannot foresee the operational
consequences caused by that event for applications running on
the module. Therefore the failure message is class-less.
Concerning MMEL dispatch conditions these failures can be NO
GO, GO IF or GO.
Class 1 Failure Message
Any detected failure generating a flight deck effect is covered by
a class 1 failure message sent to the CMF.
© Airbus Training Center Hamburg
A380-800 General Familiarization
Any detected failure generating a cabin effect but with neither
safety nor a regulation involvement (passengers comfort only) is
covered by a class 3 failure message sent to the CMF.
Class 4 Failure Message
Any detected failure with neither Flight Deck Effect (FDE) or
cabin effect but to be fixed in a time period (time limited) as a
result of the safety analysis is covered by a class 4 failure
message sent to the CMF (pending on program decision this
criterion may be extended to "as per the MEL" time limited
failures).
The code related to the FDE which might be generated at the
end of the time period, is included in the failure message.
In that case a signal is sent to the Flight warning System (FWS)
as long as the failure is detected.
June /01/2004 – Nic
ATA 45 – Page 0023
For training purposes only!
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
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© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0024
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Centralized Maintenance System
Failure Messages (cont’d)
Any detected failure with neither Flight Deck Effect (FDE) nor
Cabin Effect (CE) and without safety involvement or time
limitation, but generating a FDE or CE (potential aircraft delay)
when combined with one or several other failure(s), is covered
by a class 5 failure message, sent to the CMF as long as this or
these other failure(s) is(are) not present.
The possible failure combination is shown in the BITE
description document.
Class 6 Failure Message
It is possible to have more than one FDCE for a single failure
message. In that case all these FDCE, potential or effective, are
indicated in the same failure message specification.
Message Priority
A unique fault in the aircraft may disturb several systems. In this
case, several failure messages can be generated.
One of the messages is related to the origin of the failure (high
priority), the others are related to the consequences (low
priority).
Any detected failure with neither FDE nor CE and without safety
involvement or time limitation but having an impact on aircraft
performances (economical consequences) is covered by a class
6 failure message sent to the CMF.
A failure message is specified with a high priority level in these
cases:
The economical consequences are clearly shown in the BITE
description document.
-
Flight Deck/Cabin Effect Code
-
Each designer has established a list of all Flight Deck/Cabin
Effects (FDCE) of their system and has defined for each FDCE
a numerical code from 1 to 127. This is the FDCE code.
For other cases the priority level is low.
© Airbus Training Center Hamburg
-
June /01/2004 – Nic
the reporting system is the only one looking after all
accused LRUs.
all accused LRUs are internal to the system
the most probable accused item is affected by a wiring or a
power supply failure.
on decision of the Maintainability Design Office when
different systems look after an accused LRU, this LRU
being external to all these systems.
ATA 45 – Page 0025
For training purposes only!
Class 5 Failure Message
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AIRBUS TRAINING
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Aircraft Condition Monitoring System
2.2 Aircraft Condition Monitoring System
© Airbus Training Center Hamburg
June /01/2004 – Nic
For training purposes only!
The same to all A380 recording and monitoring functions is the
acquisition and appropriate real-time pre-processing of avionics
data. The A380 design philosophy is to combine the Aircraft
Condition Monitoring System (ACMS) Data Management Unit
(DMU) function and the Digital Flight Data Recorder System
(DFDRS) Flight Data Interface Unit (FDIU) function in a single
unit to share synergies regarding the same acquisition and
recording functions (refer to A320 and A340 FDIMU).
The combined architecture means less weight, size, power
consumption and less maintenance cost.
The single unit, which is used as the multiple application host
for the same acquisition and recording functions of the DFDRS
and ACMS is the Centralized Data Acquisition Module (CDAM).
ATA 45 – Page 0026
AIRBUS TRAINING
45 – Onboard Maintenance System
A380-800 General Familiarization
Aircraft Condition Monitoring System
AFDX Switches
ARINC 429
16
ARINC 429 Inputs
Flight Data Interface /
Acquisition Function
717 I/F
717 I/F
717 I/F
For training purposes only!
AFDX Network I/f
Remote Server
Acquisition
Function (RSA)
ACMS Real –Time
Function
Server Communication Stack
Server
FDR 1
FDR 2
DAR/QAR
ACMS–Server
Application
Avionics
Broadcast
Data
Collector
Flight Data
Recording System
(optional)
CENTRALIZED DATA ACQUISITION MODULE (CDAM)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0027
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
-
For training purposes only!
The primary objective of the ACMS is to obtain indications of
arising faults within aircraft systems in advance, before it comes
a real system failure. This will initiate preventive maintenance
actions to minimize the risk of impacts on the dispatch reliability.
For this purpose the ACMS acquires characteristic system data
and gives to the operators performance and trend information
as well as indications of starting deviations of any system
conditions from normal. The primary objectives of the Aircraft
Condition Monitoring System (ACMS) are:
Direct Operating Cost (DOC) optimization by engine and
airframe performance monitoring
protection of liability claims concerning engines and airframe
early detection of starting failures to minimize subsequent
damages
support of preventive maintenance Æ improvement of
dispatch reliability
support of in-depth investigations (e.g. based on recorded
aircraft data)
airline support for fleet management and maintenance
logistics
support of aircraft testing (e.g. FAL)
support of Flight Operations Quality Assurance (FOQA)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0028
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
For training purposes only!
cabin
AIRCRAFT CONDITION MONITORING SYSTEM FUNCTIONS
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0029
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
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© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0030
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft
Network
Server
System
CDAM
Avionics
Avionics
Resident
resident
ACMS
ACMS
FuncFunctions
(Real
-Time
Process- )
AFDX
Real-Time:
DataData
Acquisition
Trigger
Monitoring
Acquisi-
Trigger
Monitor...
Post - Processing
&
Mass Storage
Cockpit
Maintenance
Terminal
Cockpit Printer
Aircraft
Wireless
LAN Unit
Ethernet
Ground
Link
tbd
Controller
ACMS SYSTEM DESCRIPTION /
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0031
For training purposes only!
Other Aircraft Systems Data
Aircraft Condition Monitoring System
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
For training purposes only!
The ACMS architecture is split up into two parts. One part, the
ACMS Real-Time part (ACMS-RT), resides in the avionics
based CDAM and is related to the acquisition and real-time
monitoring of aircraft data that is received through the AFDX
network. The received aircraft data originates from the different
aircraft systems including the engines.
The second part, the ACMS Server Application (ACMS-SA), is
hosted in the onboard Network Server System (NSS). This part
performs post-processing as well as storage and output
management of ACMS data. Also information linking is
performed by server applications.
All condition monitoring functions are based on existing system
data, which is available in the AFDX network system. Besides
AFDX no other inputs are used by the ACMS function.
A basic requirement for ACMS is to have arbitrary access to all
available operational system parameters. This is a prerequisite
for airline programmable system monitoring functions. To
ensure this random data access without impacting the load and
balance of the AFDX network; each switch provides a dedicated
monitoring link to the CDAM.
The ACMS is integrated in the avionics world as well as in the
open world. This high integration leads to multiple interfaces
and communication links.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0032
AIRBUS TRAINING
45 – Onboard Maintenance System
A380-800 General Familiarization
Aircraft Condition Monitoring System
ACMS
Trigger Button
A380
Discrete
ACMS
Trigger
Communication Signal
ECAM/
FWS
Source Systems
System
Parameters
FDE
AFDX
AFDX
Monitoring interface (unidirectional)
End
System
Report Remote
Function
ACR
ACMS
Reports
BITE Data
Open World
DAR
Legend:
ACMS
ACR
CDAM
DAR
ECAM
FDE
NSS
SAR
SCI
ACMS-RT Function
ARINC 717
CDAM
• ACMS Reports
• SAR/DAR Files
• Parameter Values for RT-display
Aircraft Condition Monitoring System
Aircraft Communication Router
Centralized Data Acquisition Module
Digital ACMS Recorder
Electronic Centralized Aircraft Monitoring
Flight Deck Effect
Network Server System
Smart ACMS Recorder
Secure Communication Interface
Report & HMI
Hardcopy
Cockpit
Printer
SCI
ACMS-SA Function
NSS
HMI
Interface
ACMS
Data Dump
• Parameter selection for RT-display
• Manual Report request
• Manual SAR/DAR Start/Stop request
• Onboard Reprogramming
• S/W Loading
S/W
Loading
Cockpit
Terminals
Data
Loader
ACMS SYSTEM COMMUNICATION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0033
For training purposes only!
Avionic World
ACMS
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
ACMS Reports
© Airbus Training Center Hamburg
June /01/2004 – Nic
For training purposes only!
The ACMS has the capability to generate reports upon
detection of pre-defined system conditions. This can be either
very typical conditions (e.g. for performance monitoring), or
abnormal conditions (e.g. for trouble shooting). The reports give
a single or a series of system parameter snapshots, which allow
the assessment of the detailed system condition. The objective
of ACMS reports is to support system performance
trending/assessment and/or to get in-advance indications of a
starting system failures. Typically, ACMS reports are
automatically sent by radio or satellite links to ground based
airline maintenance/engineering facilities.
ATA 45 – Page 0034
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Avionics
NSS
Cockpit
ANSU
CDAM [ACMS-RT]
Printer
OMT / OITs
A/C Sytems
Data Loader
Ground
X - AIDA
Date: 01.01.06
UTC: 12:43:01
Aircraft Cruise Performance Report
PAGE 01 OF 02
A380 ACMS
ACARS
{Satcom and
Wireless Gatelink
options}
Report <02> / 4000
H1:
REP
CODE
02
4000
Reason: Stable Cruise Conditions
ACID
DATE
UTC
H2:
X-AIDA
01 JAN 06
12.43.01
FPH
FROM
TO
FLT
6
LFBO
AAAA
AI4711
TAT
ALT
MN
( ........ Bleed
S1:
-54.9
30200
0.8602
1.54
Status ...... )
1111 0000 1 0000 1111
1.59
APU
1
Engine Data Set #1
Airline Ground Station
E1:
E2:
E3:
E4:
N1
N1C
N2
EGT
FF
BBF
GLE
PD
87,45
87,41
87,36
87,42
87,43
87,41
87,35
87,43
94,3
94,2
93,8
94,1
698
703
715
705
4205
4158
4051
4317
0,31
0,32
0,43
0,38
39,5
65,3
61,2
38,2
65
62
63
69
ACMS REPORTS
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0035
For training purposes only!
ACMS-SA
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
ACMS Data Recording
For training purposes only!
The ACMS gives means of time-continuous recording of any
system parameter broadcast through the AFDX network. The
objective of system parameter recording is basically to obtain
detailed background information about in-service function and
performance of the system. The ACMS supports the two Digital
ACMS Recorder (DAR) and Smart ACMS Recorder (SAR)
recording.
The ACMS supports a recording function according to ARINC
591 “Digital ACMS Recorder for ACMS (DAR)”.
A SAR recording function is part of the ACMS-SA function and
provides airline programmable, continuous recording of engine
and aircraft raw data for the purpose of detailed ground
analysis.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0036
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Avionics
NSS
Cockpit
ANSU
CDAM [ACMS]
Printer
A/C Sytems
For training purposes only!
Recorded
Data
OMT / OITs
Data Loader
Ground
Recorded Data: Tables and Plots
High Speed Satcom
and Wireless
Gatelink options
Time
Airline Ground Station
ALT
MN
15:02:30 28900
0,8692
15:02:31 28950
0,8693
15:02:32 28950
0,8690
...
...
...
...
...
...
...
...
...
ACMS DATA RECORDING
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0037
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
ACMS Real-Time Parameter Display
For training purposes only!
The Human-Machine-Interface (HMI) of the ACMS has the
capability to set any parameter accessible through the AFDX
network for real-time display on the cockpit located Onboard
Maintenance Terminal (OMT) or alternatively the Onboard
Information Terminals (OITs) of the flight crew.
For quick access to the most important operational parameters
of aircraft systems, pre-configured pages of the ACMS – RealTime Monitoring screen with selected parameters can be
provided. This pre-configured real-time parameter display pages
are supported on a per system basis.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0038
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Aircraft Condition Monitoring System
ACMS REAL-TIME PARAMETER DISPLAY ON COCKPIT DISPLAYS (OMT AND OIT)
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0039
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
Acquisition of Servicing Data
For training purposes only!
The A380 Central Maintenance System (CMS) gives the
function of issuing “Servicing Reports”. Servicing Reports are
addressed to Line Maintenance with the objective to trigger all
maintenance actions necessary to ensure sufficient operational
status of aircraft systems for the next flight leg(s) (e.g. oil level,
tire pressure, etc.). This type of actions usually needs to be
performed during the aircraft turn-around time.
The acquisition of servicing data is done by means of the
ACMS.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0040
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Avionics
NSS
Cockpit
ANSU
ACMS
For training purposes only!
CDAM [ACMS]
A/C System
OMS
Data Base
Service data
Request
OMT / OITs
CMS
Cockpit Printer
ACQUISITION OF SERVICING DATA
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0041
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
Aircraft Condition Monitoring System (cont’d)
ACMS Data Output
The ACMS output data are either generated by the ACMS
software applications in the CDAM or the NSS. The ACMS
software applications in the CDAM give these outputs:
-
One ARINC 717 output for DAR
BITE data for the Central Maintenance System (CMS)
transmitted through the SCI to the NSS
Flight Deck Effect (FDE) data for ECAM/FWS
ACMS reports for ACR
Internal ACMS data transmitted through Ethernet from the
CDAM to the NSS
For training purposes only!
-
The ACMS software applications in the NSS give these outputs:
-
ACMS HMI data for the cockpit terminals
ACMS data for the cockpit printer for report and HMI
hardcopy
ACMS data for the Data Loading and Configuration System
(DLCS) for data dump
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0042
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Aircraft Condition Monitoring System
ACMS
Trigger Button
A380
Discrete
ACMS
Trigger
Communication Signal
ECAM/
FWS
Source Systems
System
Parameters
FDE
AFDX
AFDX
Monitoring interface (unidirectional)
End
System
Report Remote
Function
ACR
ACMS
Reports
BITE Data
Open World
DAR
Legend:
ACMS
ACR
CDAM
DAR
ECAM
FDE
NSS
SAR
SCI
ACMS-RT Function
ARINC 717
CDAM
• ACMS Reports
• SAR/DAR Files
• Parameter Values for RT-display
Aircraft Condition Monitoring System
Aircraft Communication Router
Centralized Data Acquisition Module
Digital ACMS Recorder
Electronic Centralized Aircraft Monitoring
Flight Deck Effect
Network Server System
Smart ACMS Recorder
Secure Communication Interface
Report & HMI
Hardcopy
Cockpit
Printer
SCI
ACMS-SA Function
NSS
HMI
Interface
ACMS
Data Dump
• Parameter selection for RT-display
• Manual Report request
• Manual SAR/DAR Start/Stop request
• Onboard Reprogramming
• S/W Loading
S/W
Loading
Cockpit
Terminals
Data
Loader
ACMS DATA OUTPUT
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0043
For training purposes only!
Avionic World
ACMS
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Data Loading and Configuration System
2.3 Data Loading and Configuration System
The DLCS is software equipment, which uses Network Server
System (NSS) (ATA46) services and runs on the Avionics
Network Server Unit (ANSU) and Secure Communication
Interface (SCI).
The A380 program proposes a generalization of the software
uploading of the systems (LRU/LRM). The DLCS allows
centralized data loading operation with the management of the
different protocols, to monitor the Aircraft Configuration and
record configuration history, and to centralize software pin
programming (SPP).
This centralization permits standardized protocols and
procedures to minimize the risks of incompatibility between
systems.
The DLCS is split in four sub-functions:
-
data loading protocol management,
A/C configuration monitoring,
repository management,
Software Pin Programming (SPP).
For training purposes only!
The Data Loading and Configuration System (DLCS) is part of
the On-board Maintenance System (OMS).
The DLCS manages interfaces with :
-
SCI
documentation systems,
shared maintenance database
CMS
Electronic logbook
HMI through open world shell (OWS)
ACMS
air/ground communication means
equipment using DLCS functions.
The data loading has two steps :
-
the addition/deletion of a Software/Load/Batch file to/from
repository
uploading of targets/equipments.
The repository contains all the currently loaded software.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0044
AIRBUS TRAINING
45 – Onboard Maintenance System
A380-800 General Familiarization
Data Loading and Configuration System
Datalink
Interface
Email
HMI Shell OMS
Datalink
Interface
Arinc 666
HMI DLCS
For training purposes only!
Email
Interface
Integration and communication Level
A/C
Configuration
monitoring
Data
Loading
NSS
A/C
Configuration
Data Base
NSS
Software
Removal
Installation
Repository
Management
Miscellaneous
Interfaces
Data
Loading
Avionics
Electronic
Documentation
Interface
DLCS
ANSU
Storage
Media Driver
CMS
Electronic
Documentation
Repository
logbook
SCI
SPPF
CD Rom Disk
PCMCIA
Barcode Reader
DLCS INTERFACES
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0045
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Data Loading and Configuration System
The DLCS uses these NSS resources:
for computation and memory resources, the DLCS
applications run on the ANSU except for the Software Pin
Programming (SPP), which runs on the ANSU and SCI. All
the data used by the DLCS is found in the mass memory of
the ANSU. The DLCS uses the basic services offered by
the NSS:
•
•
•
•
•
•
•
for communication with avionics, the SCI acts as a proxy
for the DLCS applications:
•
•
shared maintenance database
Open World Shell (OWS)
email service
data link interface service
NSS installation/removal service
mass memory management service
storage media driver
•
-
for HMI, the OIT, OMT and FAP offer functionality to the
DLCS. Two other displays can be used, portable laptop
inside the A/C and ground station communicating with the
DLCS through data link means. The DLCS can use the
printer.
-
for external communication , the DLCS can use several
means to communicate through data link:
•
-
for uploading operations, the DLCS sends the loads to
the SCI by blocks and the SCI checks the
authentication of the loads before transmitting the
software into avionics target hardware.
for downloading operation and information mode, the
SCI only controls the protocol with general protections
(not authorized requests executable by the target,
saturation of the stack, saturation of the application).
for configuration reporting, the SCI reads the
messages periodically sent by the LRUs and build
with a bitmap file, which is sent to the DLCS. The
messages are not be stopped by the SCI and the
DLCS uses them to update the configuration.
Terminal Wireless LAN Unit (TWLU) or Satcom,
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0046
For training purposes only!
-
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Data Loading and Configuration System
CENTRALIZED DATA LOADING & CONFIGURATION MONITORING FUNCTION
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0047
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
3.1 ACMS Control and Indicating
© Airbus Training Center Hamburg
June /01/2004 – Nic
For training purposes only!
Control of the ACMS is done through an onboard HMI. In
addition an ACMS remote trigger button is installed in the center
pedestal. If pushed by the flight crew this button triggers
depending on the flight phase predefined reports for post flight
investigation.
ATA 45 – Page 0048
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
1125 VU
RAIMP
RAIMP
EWD
SD
MENUSEL
MENU
VALID
ELEV
C
A
P
T
ELEV
F
/
O
G/S MODE
OFF
VD AZIM
VD AZIM
ACMS TRIGGER PUSH BUTTON
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0049
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
-
A Portable Maintenance Terminal (PMAT) can be connected
to several plugs in or outside the aircraft. The PMAT is a
ruggedized portable PC offering input and output means
comparable to a normal laptop computer.
-
The Flight Attendant Panel (FAP) is a 15’’ touch screen
located inside the cabin and could also be used to operate
the ACMS onboard HMI. Due to the touch screen design the
FAP imposes a lot of constraints on the HMI design.
June /01/2004 – Nic
ATA 45 – Page 0050
The ACMS onboard HMI gives a graphical user interface
functions allowing view, manipulate, re-program and
management of onboard ACMS data and actions.
Three main ACMS subjects are covered by the ACMS onboard
HMI.
1. ACMS Condition Monitoring (Reports) – ACMS CM
2. ACMS Real-Time Monitoring (Parameter and System) –
ACMS RTM
3. ACMS Data Recording – ACMS DR
The ACMS onboard HMI as part of the OMS can be operated
on four different terminals.
-
Primary operating terminal is the Onboard Maintenance
Terminal (OMT). It is located inside the cockpit between the
third and fourth occupant seats. The OMT is comparable to
a normal laptop computer in regard of display (15’’),
keyboard and pointing device.
-
The Onboard Information Terminals (OITs) are dedicated to
flight crew use and are located within the cockpit on the
left/right side of the pilot/first officer. The terminal itself
consists of a 12,1’’ display screen. The associated keyboard
and pointing device are located on the center pedestal.
Although the flight crew primarily uses these terminals they
can also be used by maintenance personnel.
© Airbus Training Center Hamburg
For training purposes only!
ACMS Control and Indicating (cont’d)
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
For training purposes only!
Onboard Maintenance Terminal (OMT)
Onboard Information Terminal (OIT)
ONBOARD INFORMATION TERMINAL AND ONBOARD MAINTENANCE TERMINAL
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0051
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
Open World Shell
For training purposes only!
The ACMS uses the Open World Shell (OWS) of the Onboard
Maintenance System (OMS). The OWS gives a homogeneous
HMI for the different OMS applications. The OWS is the central
point to access ACMS onboard HMI functions.
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0052
45 – Onboard Maintenance System
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
OPEN WORLD SHELL
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0053
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
45 – Onboard Maintenance System
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June /01/2004 – Nic
ATA 45 – Page 0054
AIRBUS TRAINING
46
A380-800 General Familiarization
Information Systems – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Air Traffic Information and Management
System (ATIMS).................................................. 4
2.2 Air Traffic Control Function ................................. 6
3. Control and Indicating............................................. 10
1.
2.
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 001
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Information Systems Introduction
1. General
The information systems permit data link transfers between the
aircraft and the ground. This chapter is divided into:
the Air Traffic Control function
the Airline Operational Control function
the control and indicating function.
For training purposes only!
-
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 002
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Information Systems Introduction
Air Traffic
Control
Airline
Operational
Control
For training purposes only!
Information Systems
Maintenance
Test / Facilities
GENERAL OVERVIEW
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 003
AIRBUS TRAINING
46 – Information Systems
Air Traffic
System
Information
and
A380-800 General Familiarization
Management
2. System Description
2.1 Air Traffic Information and Management
System (ATIMS)
© Aircraft Training Center Hamburg
January /01/2004 – Nic
For training purposes only!
The Air Traffic Information and Management System (ATIMS)
permits data link transfers using VHF Data Radio (VDR), HF
Data radio (HFDR) and SATCOM, between the aircraft and the
ground networks. On the ground, the different existing
networks, operated by private companies such as ARINC, SITA
or others, dispatch the messages to the ground centers.
ATA 46 – Page 004
AIRBUS TRAINING
Air Traffic
System
Information
and
A380-800 General Familiarization
Management
For training purposes only!
46 – Information Systems
VDR and HFDR
Ground Networks
SATCOM
Ground Centers
AIR TRAFFIC INFORMATION AND MANAGEMENT SYSTEM
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 005
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Air Traffic Control Function
2.2 Air Traffic Control Function
The ATIMS, though the Air Traffic Service Unit (ATSU), includes
the Air Traffic Control (ATC) function. This application includes
three functions which are:
ATS Facilities Notification (AFN)
Controller Pilot Data Link Communication (CPDLC)
Automatic Dependent Surveillance (ADS).
For training purposes only!
-
AFN APPLICATION
The AFN application is a prerequisite to the establishment of
air/ground data link communication between aircraft and ground
ATC centers.
CPDLC APPLICATION
The CPDLC application gives reliable transmission between the
aircraft and the ATC where voice communications are difficult
(ocean, remote areas,...).
The Control and Display System (CDS) shows ATC
communication messages.
The ATC MSG pushbuttons and a related sound give a flight
crew alert.
ADS APPLICATION
The ADS application permits the aircraft to automatically send
surveillance data to ATC centers.
This application uses parameters from the Flight Management
System (FMS).
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 006
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Air Traffic Control Function
Controller Pilot
Data Link
Communicatio
n (CPDLC)
Automatic
Dependant
Surveillance
(ADS)
For training purposes only!
ATS
Facilities
Notification
(AFN)
ATC Data-Link
Applications
Air Traffic Control Center
AFN APPLICATION …TO…ADS APPLICATION
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 007
AIRBUS TRAINING
46 – Information Systems
A380-800 General Familiarization
Air Traffic Control Function
FMS
FWS
ATC MSG P/B
RESET
Open WORLD
CDS
PRINTER
CPIOM D
Keybooard
CCD
DU
S
C
I
ATC Data-Link
Applications
DLCS
AOC
NSS
PRIM
ADIRS
I/O module
ACR
CLOCK
CVR
RAIMS
AESS
IEV
Implementation TBC
VDR
HFDR
SDU
ARINC 429 Bus
AFDX Bus
Discrete signals
Ethernet
Pin-Prog
AFN APPLICATION …TO…ADS APPLICATION
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 008
For training purposes only!
CMS
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Air Traffic Control Function
AFR036
ATC COM
For training purposes only!
DEPARTURE REQUEST (ATS623)
THIS MSG WILL BE SEND ONLY TO LFPO
NO ATC CONNECTION REQUIRED
AFN APPLICATION …TO…ADS APPLICATION
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 009
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
The ATIMS BITE information and test request are sent to the
CMC and are available through MFD menus.
For training purposes only!
The ATIMS maintenance menu is accessible using the
INFORMATION SYSTEM prompt from the SYSTEM
REPORT/TEST page 5/6.
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 0010
46 – Information Systems
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
AFR036
ATC COM
1
ATIMS
Centralized
Maintenance
System (CMS)
2
THIS MSG WILL BE SEND ONLY TO LFPO
NO ATC CONNECTION REQUIRED
MULTIFUNCTION DISPLAY (MFD) INTERFACE
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 0011
For training purposes only!
DEPARTURE REQUEST (ATS623)
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
46 – Information Systems
This Page Intentionally Left Blank
© Aircraft Training Center Hamburg
January /01/2004 – Nic
ATA 46 – Page 0012
AIRBUS TRAINING
49
A380-800 General Familiarization
Auxiliary Power Unit – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Main Features ..................................................... 4
2.2 Engine ................................................................. 6
2.3 Fuel Supply and Control...................................... 8
2.4 Inlet Guide Vanes (IGV) ...................................... 8
2.5 Air Bleed System............................................... 10
2.6 Lubrication and Generator Cooling ................... 12
2.7 APU Compartment Cooling/
Ventilation and Drain System............................ 14
2.8 Air Intake ........................................................... 14
2.9 Exhaust ............................................................. 14
2.10 APU Installation................................................. 16
2.11 APU Service...................................................... 18
3. Control and Indicating............................................. 20
3.1 APU System Display ......................................... 20
3.2 APU Control ...................................................... 22
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 001
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Auxiliary Power Unit Introduction
1. General
For training purposes only!
The Auxiliary Power Unit (APU) gives electrical power to the
aircraft electrical network and compressed air to the aircraft
pneumatic system for aircraft air conditioning and for main
engine start (MES)
Thus it makes the aircraft independent from external power
sources on ground and increases the aircraft operational
flexibility.
The installed PW980A APU, manufactured by Pratt & Whitney
Canada, is located in a fire proof compartment in the aircraft
tailcone. It has a twin-spool gas turbine engine, which operates
a load compressor and two AC generators.
APU operation is controlled and monitored by the Electronic
Control Box (ECB) which is installed in the rear area of the main
deck.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 002
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Auxiliary Power Unit Introduction
AUXILIARY POWER UNIT SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 003
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Main Features
2. System Description
2.1 Main Features
The APU is used as a non-essential system on the A/C.
-
For training purposes only!
The Auxiliary Power System provides:
bleed air for Main Engine Start (MES)
bleed air for air conditioning (ECS), rated to meet sea level
hot day requirements
shaft power for two three phase 115VAC, 400 Hz
generators of 120 kVA nominal power
The supply of electrical power has priority over the supply of
compressed air.
The APU can be started and operated on ground and in flight
throughout the operating envelope of the aircraft. The 28VDC
starter motor is supplied by the battery dedicated to the APU
and/or by the aircraft electrical system.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 004
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Main Features
APU - PW980A
APU OPERATING ENVELOPE
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 005
AIRBUS TRAINING
49 – Auxiliary Power Unit
A380-800 General Familiarization
Engine
2.2 Engine
Max. ECS
(Sea Level
+38°C)
Single Main
Engine
Start
(Sea Level
+38°C)
A380800
A380900
Bleed Flow [kg/s]
Bleed Pressure
[psia]
Electrical Power
[kVA]
5.0
54
5.34
57.2
240
240
Bleed Flow [kg/s]
Bleed Pressure
[psia]
Electrical Power
[kVA]
~2.2
54
~2.2
57
240
240
For training purposes only!
The APU engine has a high pressure turbine, which operates
the core compressor and through a tower shaft the accessory
gearbox. A power turbine operates the load compressor and the
load gearbox.
The accessory gearbox has drives for different APU
accessories and holds the electrical starter motor.
The load gearbox operates the two oil cooled AC generators at
constant speed and the oil pump for the separated generator oil
system.
Dual Main Possible over an extensive operating
range
Engine
Start
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 006
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Engine
Load Compressor
Intake
Core Compressor
LP Turbine
For training purposes only!
Load Gearbox
Accessory Gear Box
Combustor
HP Turbine
Exhaust
PW908A CROSS SECTION
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 007
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Fuel Supply and Control / Inlet Guide Vanes
2.3 Fuel Supply and Control
For training purposes only!
The APU is supplied with fuel through a separate fuel line,
drawing fuel from the aircraft fuel system.
A related APU pump is installed in that line below wing fuel tank
level to permit fuel supply to the APU when necessary.
A Low Pressure (LP) valve isolates the APU fuel line and is
controlled.
The fuel control system gives metered flow to the APU by the
Electronic Control Box (ECB).
2.4 Inlet Guide Vanes (IGV)
The bleed air flow is controlled by the IGV’s.
The variable IGV modulate airflow to the load compressor
which, to satisfy aircraft electrical requirements, runs at a
constant speed.
The IGV angle is scheduled as a function of state aircraft
pneumatic demand to minimize excess air.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 008
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Fuel Supply and Control / Inlet Guide Vanes
Pump Relief
Valve
Vent Port
Motive
Flow Port
Fuel Control
IGV Actuator
Electrical
Connector
Single Stage
Servo Valve
Fuel Return
Line
Pressure Fuel
Supply Line
Case
Drain
Adjustable
High
Temp
Spherical
Rod End
FUEL SUPPLY AND CONTROL AND IGV
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 009
For training purposes only!
Inlet Port
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Air Bleed System
2.5 Air Bleed System
© Airbus Training Center Hamburg
June/01/2004 – PSS
For training purposes only!
The bleed air flow is controlled according to aircraft system
demand.
Sufficient APU bleed air power is available to meet the specified
ground air conditioning and MES requirements, while the APU
supplies electrical power for equipment necessary for ground
operation.
The system is protected against reverse air bleed flow.
A compressor surge control system prevents compressor surge
for all operating modes. The surge air is ducted to the APU
exhaust.
ATA 49 – Page 0010
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Air Bleed System
APU BLEED SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0011
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Lubrication and Generator Cooling
2.6 Lubrication and Generator Cooling
The oil system has two independent systems (except
for the oil tank vent). These systems are the APU oil system
and the generator oil system. The APU oil system supplies
lubricating oil to the bearings, gears and generator drive
splines.
For training purposes only!
In the two systems the oil flow lubricates and cools the bearings
and carries foreign matter to the respective oil filter where it is
retained. The oil for both systems is retained in two oil tanks
installed in the load gearbox and are of the hot tank type, as the
scavenge oil is not cooled before returning to the tanks.
The two oil tanks are filled through the same oil filler neck. The
filler neck is made so that the generator system oil tank fills first,
and once full, a float valve closes and oil is diverted to fill the
APU system oil tank. Ball valves installed at each oil tank inlet
prevent oil spillage in case the filler cap is missing. These
valves also prevent overfilling of the tanks. A drain tube is
connected to the filler neck to drain away oil if the tanks are
overfilled. Oil can be added to the tanks manually or, as an
option, under pressure through a fitting in the side of the filler
neck. To make manual filling of the oil tanks easier, the filler
neck can hold a standard quart oil can.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0012
AIRBUS TRAINING
49 – Auxiliary Power Unit
A380-800 General Familiarization
For training purposes only!
Lubrication and Generator Cooling
LUBRICATION AND GENERATOR COOLING
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0013
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
APU Compartment Cooling/Ventilation and
Drain System / Air Intake / Exhaust
The APU cooling air and ventilation system gives air for cooling
of the APU including the oil, the APU equipment and the APU
compartment.
After APU shut down ventilation of the APU compartment is
achieved by free convection which gives effective ventilation of
the APU compartment.
Drainage from different places as necessary are collected in a
drain tank.
2.9 Exhaust
The exhaust system is installed in a compartment isolated from
the APU compartment.
It conducts the hot APU exhaust gases to the outside of the
aircraft. It is designed as a silencer.
For training purposes only!
2.7 APU Compartment Cooling/Ventilation and
Drain System
2.8 Air Intake
The common air intake gives external air for gas generator, load
compressor.
It is designed as a silencer and give high intake pressure
recovery.
Isolated intake for the cooling air.
The air intake has a upper position in the tail cone.
The air intake has an actuated device controlled by the ECB, in
order to close the intake when the APU is not operating.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0014
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
APU Compartment Cooling/Ventilation and
Drain System / Air Intake / Exhaust
Navigation
Light
APU COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0015
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
APU Installation
2.10
APU Installation
-
For training purposes only!
The APU is installed in the aft fuselage tail cone. The structure
is arranged principally as a support and aerodynamic fairing for
the APU, air intake system and exhaust.
The installation of the APU is specified for a rapid change. The
APU has lifting and jacking points that permit removal and
installation as an assembled unit.
In accordance with the certification requirements, the APU
compartment is arranged as a fireproof box and is rigidly
attached to the tail cone structure.
The APU mount system is specified to meet the applicable
damage tolerance requirements :
fail safe principles for metallic and CFRP parts
safe life approach for shock mounts
shock mounts able to sustain one fire occurrence.
The location of the air intake considers noise requirements,
weight, icing conditions, dirt and fluids ingestion, maintainability
aspects, etc.....
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0016
49 – Auxiliary Power Unit
AIRBUS TRAINING
APU Installation
A380-800 General Familiarization
Air Intake System
Bleed Duct
Cooling Air
Duct
Structure
Fire Extinguishing Bottle
Navigation Light
Rear Access
Fairing
Right Access Door
Exhaust Muffler
Fuel Line
Suspension
System
Power Unit
Inspection Door
APU INSTALLATION
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0017
For training purposes only!
Fluid Gutter
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
APU Service
2.11
APU Service
The access to most of the LRUs and service points is get
through the left hand side maintenance door. There we find:
Oil level check and replenishment
Oil and fuel filters
Chip detectors
For training purposes only!
-
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0018
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
APU Service
For training purposes only!
Service Points
Oil Replenishment
SERVICE POINTS AND OIL REPLENISHMENT
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0019
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
3. Control and Indicating
3.1 APU System Display
For training purposes only!
A related APU page is shown automatically on the lower ECAM
Display Unit (DU) during the start or in case of any APU fault.
The APU page can also be called through the ECAM Control
Panel (CP).
Information related to N1 and N2 speed. EGT, Fuel Low press,
Oil Low Level, Generators and bleed status, fuel consumption
are shown.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0020
AIRBUS TRAINING
Control and Indicating
T .O .
C O N FIG
9 9
C /L
EN G
BLEED PR ESS EL/AC
APU
COND
C LEAR
DOOR
UNDO
C LEAR
EW D
O FF
EM ER
C AN C
H YD
C /B
ALL
W HEEL F/C T L
VID EO
ST S
MORE
RCL
C LEAR
SD
V ID E O
CA
APU in start
procedure
ABN
PR O C
FU EL
EL/D C
A380-800 General Familiarization
BR T
M
ZO N E
O FF
BR T
APU in
operation
ECAM CP AND APU PAGES
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0021
For training purposes only!
49 – Auxiliary Power Unit
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
Control and Indicating
The APU can be controlled for starting and normal shut down
operation, thru only one single push button
Bleed and generators controls are found in there related control
panels.
The control to set on or off the APU and to start the APU
starting sequence are found in the cockpit. The APU operation
is fully automatically controlled by the APU control unit
(Electronic Control Box).
The ECB is the central component of the control and self
monitoring (BITE) system It uses microprocessor digital
techniques with full authority to realize these functions:
-
-
An additional interface is given on the ECB to check out the
ECB circuits in the shop, as well as for adjustment of the
performance outputs.
Besides the controls in the flight deck, emergency shut down of
the APU is possible by pushing the APU fire handle:
-
from the nose landing gear APU emergency shut down
push-button
from the refuel/defuel panel
automatically on ground after an APU fire is detected.
June/01/2004 – PSS
ATA 49 – Page 0022
-
system integrity check and BITE
control and monitor the start sequence, steady state
operation and shut down
regulate the bleed air flow and control the APU surge
system
monitor all important operation parameters (EGT, oil
pressure, oil temperature, etc ...)
send indications and annunciation to the cockpit and
provide adequate signals to the A/C (e. g. ECAM, OMS,
etc.)
initiate APU shut down in case of a fault
© Airbus Training Center Hamburg
For training purposes only!
3.2 APU Control
49 – Auxiliary Power Unit
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Control and Indicating
APU CONTROL SWITCHES
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0023
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
49 – Auxiliary Power Unit
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 49 – Page 0024
AIRBUS TRAINING
50
A380-800 General Familiarization
Cargo and Accessory Compartments – Content
Page
General..................................................................... 2
Lower Deck Cargo Compartment Lining .................. 4
Lower Deck Cargo Loading System ......................... 8
3.1 System Description ............................................. 8
3.2 Mechanical Components................................... 12
3.3 Electrical Components ...................................... 14
3.4 Outside Control Panel Operation ...................... 16
4. Bulk Restraint System ............................................ 18
5. Drainage Cargo Compartment ............................... 20
1.
2.
3.
© Airbus Training Center Hamburg
June /01/2004 – THs
ATA 50 – Page 001
50 - Cargo & Accessory Compartments
Cargo
and
Introduction
Accessory
AIRBUS TRAINING
A380-800 General Familiarization
Compartments
1. General
The A380 lower deck cargo holds are divided into four (4)
under-floor cargo compartments:
the forward Lower Deck Cargo Compartment (LDCC)
the forward Part of the T-shaped LDCC (tunnel area)
the aft part of the T-shaped LDDC
the aft Lower Deck Bulk Cargo Compartment (LDBCC)
For training purposes only!
-
These four (4) cargo compartments are grouped into two (2)
cargo holds, independent from each other:
-
the forward LDCC hold
the aft LDCC hold (incl. the aft part of the T-shaped LDCC
and the aft LDBCC)
The forward Lower Deck Cargo Compartment (LDCC) is located
between frame C17 and frame C44. The cargo door is located
on the right side between frame C24 and C29.
The aft LDCC is located between frame C57 and frame C86.
The cargo door is located on the right side between C81 and
C85A.
The aft LDBCC is located between frame C86 and C91. The
bulk door is located on the right side between C87 and C89.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 002
50 - Cargo & Accessory Compartments
Accessory
A380-800 General Familiarization
Compartments
AFT Cargo Compartment (T-shaped)
17.9 m (705.6”)
FWD Cargo Compartment
17.4 m (686.7”)
FWD Tunnel Area
9.67 m (381.0”)
RHS
AFT Area
8.2 m (324.6”)
Bulk Compartment
3.1 m (122”)
RHS
RHS
Fwd lower deck
cargo door
clear opening
1.80 m (71 in.)
clear
Aft lower deck
cargo door
clear opening
1.80 m (71 in.)
clear
Bulk cargo
door clear
opening
0.90 m
(35.4
1.13 m
3.11 m (122.5 in.) clear
2.79 m (110 in.) clear
(44.5 in.)
Lower Deck Cargo Compartments - Class “C”
(Sketch not to scale)
Validity for A380-800/ -800F
LOWER DECK CARGO COMPARTMENTS
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 003
For training purposes only!
Cargo
and
Introduction
AIRBUS TRAINING
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Compartment Lining
2. Lower Deck Cargo Compartment Lining
-
-
-
-
-
-
to protect structure and systems outside the holds against
fire, temperature and handling loads of loading personnel
to be interface or support structure for other systems or
system components
to have sealed cargo holds with respect to the surrounding
structure and to give an enclosed area in the event of fire in
order to make sure that the extinguishant concentration is
kept as required by JAR/FAR 25.857 (c).
to ensure pressure compensation between cabin, cargo
holds and other surrounding areas in the event of rapid
decompression by means of decompression devices as
required by JAR 25.365 (e).
to ensure pressure compensation between cabin and cargo
during ascent and descent in the lower cargo holds by
using pressure compensation valves.
to ensure a load flow of the defined bulk-loads to the
airframe, structure and crossbeams during the bulk cargo
loading and unloading of baggage.
to assure fire containment in the lower deck cargo
compartment the following airworthiness requirements have
to be considered:
•
•
to ensure proper component installation of other systems.
These interfaces are considered:
•
•
•
•
•
•
•
•
•
•
•
•
electrical control units
air conditioning / venting / temperature control
pressure compensation valve
cargo door actuator
payload systems
drainage
smoke detection and fire-extinguishing system
rapid decompression
marking and placards
communication – cargo door area
lighting
alternative LDCC amenities
JAR 25.855 (c), Appendix F part III
JAR 25.857 (c) compartment classification.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 004
For training purposes only!
The basic functions of the Lower Deck Cargo Compartment
Lining are:
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Compartment Lining
CARGO DOOR
ACUATOR LINING
CEILING
LINING
PARTITION C17
SIDEWALL
LINING LH
DECO.-PANEL
PROTECTION GRID
BUMPER
POSITION
INCLINED
LINING LH
HORIZONTAL
WALKWAY LH
PROTECTION
ANGLE
PRESSURE
EQUALIZATION
VALVE
SIDEWALL
LINING RH
PARTITION C44
DECOMPRESSION
PANEL
FORWARD CARGO COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 005
For training purposes only!
ACCESS DOORS
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Compartment Lining
PARTITION C57
CEILING
LINING
For training purposes only!
SIDEWALL
LINING LH
PARTITION C72
SIDEWALL
LINING LH
HORIZONTAL
WALKWAY
CARGO DOOR
ACTUATOR LINING
PROTECTION
ANGLE
BUMPER
POSITION
SIDEWALL
LINING RH
DECO.-PANEL
PROTECTION GRID
DECOMPRESSION
PANEL
INCLINED
LINING LH
PROTECTION
ANGLE
AFT CARGO COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 006
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Compartment Lining
SIDEWALL
LINING LH
PROTECTION
ANGLE
INCLINED
LINING LH
SIDEWALL
LINING RH
PROTECTION
ANGLE
PARTITION C91
ACCESS
DOOR
INCLINED
LINING RH
BULK CARGO COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 007
For training purposes only!
CEILING
LINING
AIRBUS TRAINING
A380-800 General Familiarization
Optional configurations include:
Lower Deck Cargo Loading System
-
3. Lower Deck Cargo Loading System
3.1 System Description
The A380-800 has two Lower Deck Cargo Loading Systems
(LD CLS), the FWD CLS and the AFT CLS as well as a bulk
compartment, and many individual components form the basis
CLS.
The system gives means to transport, restrain, guide and
monitor itself – electrically and mechanically, and control cargo
in the form of pallet and containerized Unit Load Devices
(ULDs).
The mechanical components of the CLS are a must to the
function of any cargo loading / restraint / unloading sequence.
Thus they are of higher priority than the electrical components
as a mechanical loading / restraint / unloading sequence can be
carried out with or without electrical component assistance. The
inverse does not apply.
a pallet turning configuration – aft only
LD2/4/8 container configuration – both fwd and aft
increased LD3 capacity configuration – fwd only
continuous longitudinal side guides – both fwd and aft
continuous transverse entrance guides –aft only
Future optional configurations are foreseen as:
-
military pallets – fwd and aft
heavy pallets – aft only
Lower Deck Mobile Crew Rest (LDMCR) – location TBD
ACT tanks – location TBD
The A380 LD-CLS is specified as a semi-automatic system that
fulfils these basic functions:
Transport and guiding of ULDs in lateral and longitudinal
direction for loading/unloading operations and restraining of the
ULDs during A/C operation (during flight). Semi-automatic
means ULD transport is electrically powered whereas locking
and unlocking of the ULDs is done manually.
The A380 LD-CLS has these subsystems:
Some of the electrical components e.g. proximity switches, are
found in the mechanical and electrical sections due to these
units having mechanical and electrical interfaces.
-
Cargo arrangements are categorized as standard and optional.
The standard configuration embodies a “block” arrangement of
ULDs providing for 20x LD3 containers or 7x 88” or 96” pallets
in the fwd Cargo Compartment (CC), and 16x LD3 containers or
a combination of 6x LD3 containers and 3 x 88” or 96” pallets in
the aft CC.
© Airbus Training Center Hamburg
-
June/01/2004 – THs
mechanical subsystems
• restraint system
• guiding system
• transport system
• drainage pan and drainage funnel (drainage system)
electrical subsystem
• conveyance system (including control equipment)
• anti-rollout actuator and position devices
• Lower Deck Cargo Loading System
ATA 50 – Page 008
For training purposes only!
50 - Cargo & Accessory Compartments
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Loading System
Semi-automatic LD-CLS
Fwd & Aft Cargo Compartment
Restraint System
Proximity switch
Controlled latches
Electrical Sub-system
Conveyance System
Guiding System
Transport System
STN
Goodrich
Drainage Pan
Interface requirements to be considered (AIRBUS design responsibility)
Structure
CLS Equipment
Roller Track System
Lower Shell Structure
Door Sill Hardware
Entrance Guides
Associated Systems
Electrical Interfaces
Floor Panels
Power Supply Harness
LOWER DECK CARGO LOADING SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 009
For training purposes only!
Mechanical Sub-systems
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Loading System
12R
13R
14R
21R
22R
23R
24R
25R
26R
20 container
LD3
11
12
13
14
21
22
23
24
25
26
11P
12P
13P
21P
22P
23P
24P
7 pallets
96”x125”
11P
12P
13P
21P
22P
23P
24P
7 pallets
88”x125”
ULD ARRANGEMENT FORWARD CARGO COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 0010
For training purposes only!
11R
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Loading System
31
32
33
34
35
31
32
32
33
33
34
34
35
35
43R
44R
45
36
41L
31
42R
36
36
42L
41P
41P
43L
42P
42P
44L
43
43
45
16 container
LD3
6 container
LD3 +
3 pallets
96”x125”
6 container
LD3 +
3 pallets
88”x125”
ULD ARRANGEMENT AFT CARGO COMPARTMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 0011
For training purposes only!
41R
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Loading System
3.2 Mechanical Components
The A380 Lower Deck Cargo Loading System (LDCLS) has
these mechanical components (some of them are optional):
roller tracks
fixed latches / end stops
retractable latches
override able latches
door sill latches
ball mats, ball strips and ball cover plates
roller track mounted Power Drive Unit (PDU) drain pans
door entrance guides
transverse entrance guides (aft CC only)
latch rails
load carrying side guides
splitters
cover plates
tie down points
ball mats close out plates
tunnel entrance guides (aft CC only)
roller track rollers
roller track insulation
proximity switches
anti roll out foot actuator
electrical bonding
placarding and marking
deployable door sill (aft CC only)
door sill extension (fwd CC only)
auxiliary guides
bulk compartment divider nets
© Airbus Training Center Hamburg
For training purposes only!
-
June/01/2004 – THs
ATA 50 – Page 0012
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Lower Deck Cargo Loading System
CLS LAYOUT – FWD CARGO COMPARTMENT
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June/01/2004 – THs
ATA 50 – Page 0013
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Electrical Components
3.3 Electrical Components
The A380 Lower Deck Cargo Loading system (LDCLS) has
these electrical components (some of them are optional):
Power Drive Unit (PDU)
proximity switches – conveyance
proximity switches – door sill latches
proximity switches – anti roll out actuator linkages
anti roll out actuator
outside control panel
inside control panel
compartment control box
sector control box
door area control box
pallet turning unit
© Airbus Training Center Hamburg
For training purposes only!
-
June/01/2004 – THs
ATA 50 – Page 0014
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Lower Deck Cargo Loading System
CLS LAYOUT – AFT CARGO COMPARTMENT
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ATA 50 – Page 0015
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Lower Deck Cargo Loading System
3.4 Outside Control Panel Operation
The loadmaster uses the outside control panel to move the load
from the door area of the Cargo Compartment (CC) onto and off
the ball mats, either transversely or longitudinally or to rotate
ULDs for pallet turning option.
For training purposes only!
It includes a double axis neutrally spring loaded joystick, a
switch for the anti roll out actuator and optionally a switch for
pallet turning (aft CC only).
The joystick commands move ULDs in the in/out/forward/aft
directions.
Pressing the joystick starts the split function to isolate half size
ULDs transversely in the door area. Pallet turning commands
are commanded by pressing a “turn in / turn out” switch.
To move ULDs out of the aircraft, the ARO-DOWN switch has to
be pressed to lower the Anti Roll Out (ARO) devices.
Additionally, a “power on” indication light is installed.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 0016
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Outside Control Panel Operation
OUTSIDE CONTROL PANEL
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June/01/2004 – THs
ATA 50 – Page 0017
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Bulk Restraint System
4. Bulk Restraint System
The basic function of the bulk restrain system is:
-
to carry loose baggage, bulk cargo (piece goods, baggage,
post) and live animals in the standard configuration.
tie down points for individual restraint by means of straps
and/or nets are given at the floor
to isolate aft and bulk CC and subdivide the bulk CC into
sections
to prevent movement of the bulk cargo and to take the
resulting loads for transfer into the structure.
© Airbus Training Center Hamburg
June/01/2004 – THs
For training purposes only!
-
ATA 50 – Page 0018
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Bulk Restraint System
Door Net C89A
C86
Divider Net C89
Partition Net
Divider Net C86
BULK CARGO COMPARTMENT BULK NETS
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 50 – Page 0019
For training purposes only!
Door Net C87A
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Drainage Cargo Compartment
5. Drainage Cargo Compartment
The drainage system for the cargo compartment is used to drain
all fluid out of the fuselage.
For training purposes only!
The drainage fluids are led from the cargo compartment to the
bilge through flexible hoses.
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ATA 50 – Page 0020
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Drainage Cargo Compartment
Drainage Funnels
For training purposes only!
Drainage Pans
Drainage Components
In the CC
Piping
Bilge
DRAINAGE ARCHITECTURE
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ATA 50 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
50 - Cargo & Accessory Compartments
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June/01/2004 – THs
ATA 50 – Page 0022
50 - Cargo & Accessory Compartments
AIRBUS TRAINING
A380-800 General Familiarization
Drainage Cargo Compartment
Flight direction
C23
C24
Door Area
C25
C26
C27
C28
C30
C31
C32
C33
C34
C35
C36
C37
C38
Drain Pan
Drainage routing of flexible hoses
Outlet into the bilge
OVERVIEW DRAINAGE SYSTEM SECTION 13
© Airbus Training Center Hamburg
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ATA 50 – Page 0023
For training purposes only!
Drain Funnel
C29
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
50 - Cargo & Accessory Compartments
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ATA 50 – Page 0024
AIRBUS TRAINING
51
A380-800 General Familiarization
Structure - Content
Chapter
Page
1. General..................................................................... 2
2. Materials - Structure ................................................. 6
3. Design Criteria........................................................ 20
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 001
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
Structure Introduction
1. General
The A/C size and configuration give the opportunity to use and
apply some new concepts as well as the application of new
materials and processes:
-
advanced aluminum alloys for wing and fuselage are
incorporated
-
application of GLAss fibre REinforced Aluminum Laminate
(GLARE) for upper and lateral shells in pressurized fuselage
-
laser beam welding for lower fuselage skin to stringer joint
-
more extended application of carbon fiber composite
materials:
•
•
•
•
•
•
•
•
The Aircraft Structure is broken down into six ATA chapters:
-
ATA 52 - Doors
ATA 53 – Fuselage
ATA 54 - Pylons/Nacelles
ATA 55 – Stabilizers
ATA 56 – Windows
ATA 57 – Wings
For training purposes only!
The structural design of the A380-800 will incorporate all
experience get during Airbus history.
Carbon Fiber Reinforced Plastic (CFRP) fittings
(Resin Transfer Molding (RTM))
CFRP floor beams
CFRP rear pressure bulkhead,
Vertical Tail Plane (VTP) and Horizontal Tail Plane
(HTP)
flaps/spoilers/ailerons/rudders/elevators
belly fairing
center wing box
tailcone (fwd).
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 002
AIRBUS TRAINING
51- Structure
C20 C22
C25
C24
C27 C29
C26 C28
C31
C30
C33
C35 C37
C32 C34
C36
C39 C41
C38
C43
C40 C42
C45
C44
C47
C46
C49
C48
C51
C50
C53
C52
C55 C57
C54
C56
C59 C61
C58 C60
C63 C65 C67 C69 C71 C73 C75 C77 C79 C81 C83 C85 C87 C89 C91 C93 C95 C97 C99 C101 C103 C105 C107 C109
C62 C64 C66 C68 C70 C72 C74 C76 C78 C80 C82 C84 C86 C88 C90 C92 C94 C96 C98 C100 C102 C104 C106 C108 C110
A380 FRAME SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 003
For training purposes only!
C19B
C18A
C21 C23
C19
C17C
C17B
C17
C11
C18
C10A
C 12
C 14
C15A
C 8
C 6
C 7
C 9
C11A
C 13
C 15
C 16
C 5
C 0
Structure Introduction
A380-800 General Familiarization
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
51- Structure
This Page Intentionally Left Blank
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ATA 51 – Page 004
AIRBUS TRAINING
51- Structure
A380-800 General Familiarization
Structure Introduction
C29 C28
C27 C26
C25 C24
Aft Cargo Door
(View from right hand side)
C86
C85 C84
C83
Bulk Cargo Door
(View from right hand side)
C82 C81
C85A
C89
C88
C87
A380 FRAME SYSTEM (CONT’D)
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 005
For training purposes only!
Forward Cargo Door
(View from right hand side)
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
Materials - Structure
2. Materials - Structure
For training purposes only!
Suitable materials together with their related production process
are selected to meet the design criteria and the industrial
requirements to give the highest benefit to the aircraft.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 006
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
MATERIALS STRUCTURE CONFIGURATION / FUSELAGE FRAME
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 007
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
FUSELAGE FRAME (CONT’D) AND HORIZONTAL TAIL MATERIALS
© Airbus Training Center Hamburg
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ATA 51 – Page 008
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
FUSELAGE SKIN MATERIALS
© Airbus Training Center Hamburg
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ATA 51 – Page 009
AIRBUS TRAINING
51- Structure
A380-800 General Familiarization
For training purposes only!
Materials - Structure
HORIZONTAL TAIL (CONT’D) / VERTICAL TAIL / CENTER WING BOX MATERIAL
© Airbus Training Center Hamburg
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ATA 51 – Page 0010
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
TYPICAL FUSELAGE MATERIALS AND TECHNOLOGIES
© Airbus Training Center Hamburg
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ATA 51 – Page 0011
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
WING AND PYLON MATERIAL
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0012
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
LOWER CENTER FUSELAGE MATERIALS AND TECHNOLOGIES
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
51- Structure
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ATA 51 – Page 0014
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
MATERIALS USED ON THE WING
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ATA 51 – Page 0015
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
Materials - Structure
Glare
This material is a multi layer sheet material made from 2024 thin
layers (~0.3 mm) and unidirectional glass prepreg, co-cured at
120° C.
For training purposes only!
As composite materials, its properties can be optimized by
adjusting the number of plies and the orientation of the glass
tapes.
Compared to 2024 T3, GLARE provides a better crack growth
performance, better fatigue properties, higher residual strength
and lower density.
Applicability to Fuselage upper skin and, because of its damage
tolerance properties, to areas subject to impact damage.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0016
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
GLARE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0017
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
Materials - Structure
Welding
Laser beam welding for Fuselage shell is selected for skin and
stringer joints in the lower fuselage area.
The main driver is the reduction of manufacturing cost, beside
the improved corrosion resistance in bilge area offered by the Al
alloys in use.
© Airbus Training Center Hamburg
June/01/2004 – THs
For training purposes only!
A lower density from used materials in combination with a
reduction of interfay materials used in conventional assemblies
will contribute to cost and weight saving.
ATA 51 – Page 0018
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Materials - Structure
WELDING / SKIN-STRINGER
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0019
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
Design Criteria
General
The Wing
The A380-800 overall structure will comply with all appropriate
FAA and JAA certification requirements (FAR and JAR). New
materials, optimized structural concepts and design principles,
as well as new processes and manufacturing techniques will be
applied to structural components and assemblies.
The design load cases for the wing remains similar to all
AIRBUS A/C types, despite the increased size.
Fuselage
For fatigue typical mission, including ground (1G), gust cases
are considered.
The design criteria for the fuselage remains similar to all
AIRBUS A/C types, despite the ovoid cross section, double
deck configuration and specific issues for the A380-800.
The upper covers are designed to static and fatigue cases, the
lower covers to damage tolerance cases and all the structure to
concentrated loads and fuel pressure cases.
The Empennage
Some differences may be present:
-
regarding new regulation like fatigue life and damage
tolerance requirements for the Design Service Goal with:
•
•
•
-
HTP and VTP CFRP torsion boxes are sized by static strength
criteria (static load envelope). Fatigue and damage tolerance
requirements are covered by static sizing.
Initial flaw concept
Residual strength with Two-bay-crack capability
Wide spread fatigue damage
regarding “state of the art” features like:
•
New Manufacturing technologies as welded stringers
and GLARE that influence the design criteria accordingly
• Maintainability / Reparability improvements.
The A380-800 fuselage is mainly designed by loads combining
internal pressure and ground and flight loads.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0020
For training purposes only!
3. Design Criteria
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Design Criteria
MAJOR STRUCTURAL DESIGN CRITERIA / FUSELAGE AND EMPENNAGE
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ATA 51 – Page 0021
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
51- Structure
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ATA 51 – Page 0022
51- Structure
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Design Criteria
MAJOR STRUCTURAL DESIGN CRITERIA / WING
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0023
AIRBUS TRAINING
Design Criteria
Environmental
Fuselage
For the A380-800, the protection of the structure against
environmental deterioration is a major consideration and its
effects on all stages will be considered i.e.:
design of part and their arrangement in subassemblies
material selection and heat treatment
protective and surface treatments
assembly techniques
protective treatment post assembly
in-service maintenance.
-
Pressurized
Category A:
-
-
contact with air condensation water, dry areas with easy
access
contact with fuel (including tubing/tubing areas)
Category C:
the aircraft environment (industrial, tropical, saline,
atmosphere, rain, snow, ice, etc.)
the interior of the aircraft (water condensation, hydraulic
fluid spillage, fluid spillage from galleys, toilets, cargo bay
and microbiological attack in fuel tanks).
The selection of materials, design of components and
production processes are arranged so as to produce parts
insensitive to corrosion or avoid permanent stresses when the
material could remain sensitive to stress corrosion. In addition,
for certain parts, the surface may be treated by shot peening or
similar stresses which improves corrosion and fatigue
performance. The guidelines given in IATA doc. GEN/2637 A
will be considered throughout the design of the A380-800.
© Airbus Training Center Hamburg
Inside
Category B:
The precautions taken against environmental deterioration
provide a protective system to prevent direct contact with
aggressive agents or electrolytes, such as acids, salts, etc.
derived from:
-
Categories
The categories are specified in dependence of exposure:
Corrosion Prevention General Principles
-
A380-800 General Familiarization
-
areas which are subject to contamination by hydraulic fluid,
lavatory or galley liquids, lubricants, etc.
areas with an increased formation and /or collection of
condensation water
areas with difficult access
areas with a high risk of damage
Category C is subdivided into:
- Category C1:
Areas in contact with water, moisture and
occasional exposure to other liquids and / or
areas with a high risk of damage.
- Category C2-1: Areas in contact with water, moisture and
frequent exposure to other liquids.
- Category C2-2: Areas where water, moisture and other
liquids are likely to collect, and areas with
difficult access.
June/01/2004 – THs
ATA 51 – Page 0024
For training purposes only!
51- Structure
AIRBUS TRAINING
Exterior fuselage
category C2-2
Design Criteria
Category A
Exterior fuselage
category C2-2
A380-800 General Familiarization
Category C1
Category C2-1
Category C2-2
Exterior fuselage category C2-2
Exterior fuselage
category C2-2
ENVIRONMENTAL CATEGORIES INSIDE PRESSURIZED FUSELAGE – EXAMPLE
© Airbus Training Center Hamburg
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ATA 51 – Page 0025
For training purposes only!
51- Structure
AIRBUS TRAINING
51- Structure
A380-800 General Familiarization
Category Surface
Pretreatments
A
CAA or CCC
B
CAA
C1
CAA or CCC
C2-1
CAA
C2-2
CAA
Painting
Interfay sealing of joints
Fillet sealing of joints
Primer (P)
P
P + Topcoat (TC)
P + TC
P + TC
not required
mandatory
not required
mandatory
mandatory
not required
mandatory
not required
not required
mandatory
CAA = Chromic Acid Anodizing
CCC = Chromic Conversion Coating
Note: 1) the table refers to the protection of Aluminium alloy structure
2) for protective measures not related to environmental categories, see the relevant TDD paragraph
(e.g.: galvanic protection, sealing of fatigue critical joints, assembly of composite parts etc..)
ENVIRONMENTAL CATEGORIES INSIDE PRESSURIZED FUSELAGE (CONT’D)
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0026
For training purposes only!
Design Criteria
AIRBUS TRAINING
Design Criteria
Category A
Category C1
Category C2-1
A380-800 General Familiarization
Category C2-2
For training purposes only!
51- Structure
Sealed between
skin, butt-strap
and stringer
ENVIRONMENTAL CATEGORIES INSIDE PRESSURIZED FUSELAGE – EXAMPLE (CONT’D)
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0027
AIRBUS TRAINING
51- Structure
A380-800 General Familiarization
Design Criteria
Fatigue Life
Basis for design:
•
•
•
-
-
•
Design service goal (DSG) is defined either in 19000
Flight cycles,
or 140000 Flight hours,
or 25 Years whichever comes first.
•
Cabin pressure:
•
Differential cabin pressure
(8.78 psi +/- 0.1 psi)
General threshold for initial inspection: 12 years.
(Exception may be granted for corrosion sensitive
areas)
Repeat intervals: 6 years.
Corrosion Control Requirements will be included in the
initial maintenance program.
605
mb
+/-
7mb
-
Accidental damage:
•
Maintenance Program
Inspection aims for structure:
-
Environmental deterioration - In-service objective:
For accidental damage, intervals retained for fatigue
damage or environmental deterioration will be used.
Fatigue damage - In-service objective :
Threshold for initial inspection and repeat intervals are
defined respectively either in:
•
•
7600 and 3800 Flight cycles,
or 56000 and 28000 Flight hours, whichever comes
first.
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 51 – Page 0028
For training purposes only!
-
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
51- Structure
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
51- Structure
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ATA 51 – Page 0030
AIRBUS TRAINING
Doors – Content
For training purposes only!
52
A380-800 General Familiarization
Chapter
Page
1. General ................................................................... 2
2. Passenger Doors / Emergency Exits ...................... 2
2.1 Doors Numbering............................................... 2
2.2 Emergency Exit Slide / Raft ............................... 4
2.3 Door Functions................................................... 6
2.4 Door Components.............................................. 8
3. Cargo Compartment Doors ................................... 22
3.1 Front and Aft Cargo Compartment Doors ........ 22
3.2 Basic Material .................................................. 22
3.3 Cargo Compartment Door Hinge ..................... 24
3.4 Cargo Compartment Door Hook Mechanism... 26
3.5 Cargo Compartment Door Hydraulic System... 28
3.6 Cargo Compartment Door Operating............... 30
3.7 Bulk Cargo Compartment Door........................ 32
4. Doors and Slide Management System (DSMS).... 34
4.1 General Function ............................................. 34
4.2 System Architecture......................................... 35
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 001
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Doors / Passenger Doors/Emergency Exits
1. General
Passenger Doors / Emergency Exits
2. Passenger Doors / Emergency Exits
2.1 Doors Numbering
Each of the 16/18 passenger doors are defined as type A emergency exits with a clear opening width of 1.07 m (42 in) and a
clear opening height of 1.93 m (76 in) and are equipped with a
double-glazed observation window. They are conventionally
built as fail safe, plug type and arranged as exit pairs (left, right),
positioned in a way that evacuation capability and performance
will comply with the latest certification standards. The loads resulting from cabin pressure are transferred by stops located on
each side of the door. A rubber pressure seal is installed around
the periphery of the door and a counter part seal profile on the
door frame. 10 exits are located on the main deck and 6 exits (8
for A380-900) are located on the upper deck (Fig.1). The
arrangement of exits is based on Advisory Circular 25.807-1,
which gives recommendations concerning “passenger to exit
proximity which would provide the passenger reasonable
access to an exit in case of an emergency”. This includes the
aspect of passenger distribution within the cabin as well as the
placement of exits along the length of the passenger compartment.
The doors numbering concept is based on the traditional Airbus
door numbering philosophy, which has been applied to 4 generations of Airbus aircraft. The numbering concept has been extended to the whole cabin interior including lavatories, lifts, galleys, stairs, monuments, crew rest rooms. It will be valid for the
whole A380 aircraft family and for all display indications and
documentations (technical descriptions, flexibility concept,
ECAM, placards, FAP, manuals, training documentation). Design goals are to give an unambiguous and self-explaining assignment for all door operators.
© Airbus Training Center Hamburg
The numbering sequence starts on the main deck from the front
(“1 left”, “1 right”) to the aft (“5 left”, “5 right”) and continues on
the upper deck from the front (“7 left”, “7 right”) to the aft (“9
left”, “9 right”). The numbers “6 left”, “6 right” are used only for
the A380-900 front door pair on the upper deck.
June/01/2004 – THs
ATA 52 – Page 002
For training purposes only !
The A380 passenger versions have 16 (18 for A380-900) passenger doors/emergency exits, two cargo doors and one bulk
cargo door and landing gear bay doors. Necessary access for
servicing and maintenance is also given through doors in the
appropriate location.
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
A380 PASSENGER DOOR ARRANGEMENT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 003
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Doors / Emergency Exits
2.2 Emergency Exit Slide / Raft
© Airbus Training Center Hamburg
June/01/2004 – THs
For training purposes only !
All passenger doors can be used as emergency exits in case of
emergency evacuation. The emergency escape slide raft systems of the main deck doors 1, 2, 4 and 5 are door mounted.
Main deck door 3 has a belly fairing integrated slide system,
consisting of a slide/ramp combination. A fuselage integrated
slide raft system is located at all upper deck doors (door 6, 7, 8,
9).The locking/unlocking, the latching/unlatching as well as the
lifting/lowering movement of the door inside and outside the aircraft is performed manually by moving a door operation handle.
One electrical actuator performs the door swiveling. An electric
release device unlocks the mechanical door stay mechanism.
The slide operation lever inside the door initiates the girt bar to
engage with the girt bar fittings, which in turn connects the slide
raft system mechanically to the fuselage. The flight lock inside
the door locks the door operation handle during flight.
ATA 52 – Page 004
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
MAIN DECK DOOR BASIC SWIVEL
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 005
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
2.3 Door Functions
Actuation of the inner/outer control handle locks/unlocks the
door. All doors have an inwards initial opening movement, and
then open upwards and forwards parallel to the fuselage in a
mechanical locked position. There is no difference in functionality between the conventional doors of A330/A340 and A380
doors. Regarding door operation the swiveling task for opening
and closing of the A380 doors is supported by an electric
swiveling actuator. However, the doors can also be swiveled
open with or without electrical power manually by a single
person.
The development of a Doors and Slide Management System
(DSMS) is mainly pushed by a lot of advantages of an electrical
actuated door in comparison to a mechanical looked door. Secondary the new proposed rule making process requires some
substantial changes in the know design.
The design of the DSMS depends on some of its interfaces to
other a/c systems. The activation/de-activation, the monitoring
and deployment of the intelligent slide are included in the
DSMS. The results of the door sill height measurement sensor
are evaluated in the Doors and Slide Management Control Unit
(DSMCU). Based on this results the DSMS is also responsible
for the correct slide deployment.
The main advantages are:
-
-
-
improvement of safety due to protection means to inadvertently open the door (new rules) and controlled door operation at great sill heights
fulfillment of the high A380 dispatch reliability requirements
increasing of passenger door operation comfort due to easy
handling
improvement of maintenance procedures due to reduction of
scheduled maintenance and postponement of unscheduled
maintenance
decreasing of weight and costs
new sensor arrangement within the door
fail safe operation with single failure
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 006
For training purposes only !
Passenger Doors / Emergency Exits
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Passenger Doors / Emergency Exits
Beam 1
For training purposes only !
Beam 2
Beam 3
Beam 4
Beam 5
Beam 6
MAIN DECK DOOR STRUCTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 007
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Passenger Doors / Emergency Exits
2.4 Door Components
The doors and the corresponding DSMS consists of the following components and equipment:
-
structure (outer, inner skins, surrounding frame, webs, intercostals and supports for hinge and locking mechanism)
observation window (including residual pressure indication
and slide armed indication)
assist handles
door operation handle
lock shaft
weight compensation
girt bar / portability features
guide arms
slide arming system
latch lift shaft
Local Door Controller (LDC)
door movement buzzer, slide armed buzzer
Door, Slides Indication Panel (DSIP), Door operation panel
manual slide inflation push button
portable slide connector (main deck doors 1, 2, 4, 5)
electrical swivel actuator
door stay (de-arrest actuator)
sensors
barrier strap
safety pin + flag
flight lock (actuator)
life line for doors number 3
© Airbus Training Center Hamburg
June/01/2004 – THs
For training purposes only !
-
ATA 52 – Page 008
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
MAIN DECK DOOR STRUCTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 009
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
BASIC MAIN DECK DOOR PRESSURE SEAL CONCEPT
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0010
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Passenger Doors / Emergency Exits
Observation Window
Manual Inflation
Residual Pressure
Slide Lever
Door Indication
Door Swiveling
Push Buttons
Door Operation Handle
DOOR CONTROLS AND INDICATIONS
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0011
For training purposes only !
Slide Warning
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Lock Indication
Drive Shaft
Door Operation Handle
MECHANICAL DOOR LOCK INDICATION
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0012
For training purposes only !
Passenger Doors / Emergency Exits
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
UPPER DECK DOOR STRUCTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0013
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
KINEMATIC COMPLETE WITH STRUCTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0014
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
LIFTING / LATCHING / LOCKING
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0015
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
CONNECTING LINKS
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0016
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
SLIDE MECHANISM
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0017
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
GIRT BAR LOCKING
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0018
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
UPPER DECK DOOR MECHANISM
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0019
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
HINGE ARM
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0020
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Passenger Doors / Emergency Exits
TOGGLE SWITCH (OUTER OPERATION)
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0021
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Door
3. Cargo Compartment Doors
Two doors in the lower RH side of the fuselage give access to
the main cargo compartments.
The doors are opened outwards and upwards hydraulically and
extend over the entire height of the holds. They are manually
latched and unlatched by means of a lever which rotates a
torque shaft operating a set of hooks through individual linkages.
The doors are designed to carry the hoop tension loads from internal pressure. The door structure consists of a conventional
design having an outer and inner skin with an internal structure
of drop-forged machined circumferential hoops, the upper ends
of which form hinges for the door and the lower ends attachments for the latching hooks.
The individual control mechanism for the hooks has an over
centering system which guarantees hook latching irreversibility;
when the fuselage is pressurized a torque is created which
tends to hold each hook in the closed position even if it is not
fully engaged. This locking stability has been confirmed on the
fatigue test airframe. Additionally, a locking mechanism is installed to lock and control all the hooks (latches). This mechanism can only be brought to the locked position if all hooks are
in the latched position.
case the handle protrudes considerably from the fuselage (90
degrees). This mechanical non-locking check is reinforced by
red painted metal fingers which protrude from the airframe near
each hook position.
3.2 Basic Material
Each type of Structure basically will be designed with these material.
• Plate
(t < 50 mm):
(Ti Plate):
• Bar
(d> 100 mm):
• Sheet
(d ≤ 100 mm):
(Outer Skin):
(Other Parts):
• Extrusion (Al Parts):
Control of Latching and locking is achieved by a manually operable lever. It is not possible to force the locking handle back into
its recess manually if one hook is not fully latched, and in this
© Airbus Training Center Hamburg
(t ≥ 50 mm):
June/01/2004 – THs
7050-T7451 Aluminum Plate,
ABS5323A
7475-T7351 Aluminum Plate,
ABS5052A
Ti-6Al-4V Titanium Plate,
LN9297-3.7164.1
17-4PH CRES Bar,
LN1013-1.4548.4
17-4PH CRES Bar, LN668-1.4548.4
2024-T42 Aluminum Clad Sheet,
ABS5043D
2024-T42 Aluminum Clad Sheet,
ABS5044E
7075-T73511 Aluminum EXT,
LN9496-3.4363T73511
ATA 52 – Page 0022
For training purposes only !
3.1 Front and Aft Cargo Compartment Doors
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Cargo Compartment Door
FWD CARGO DOOR STRUCTURE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0023
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Door
3.3 Cargo Compartment Door Hinge
Hinge Design:
• Hinge Bush Inside Diameter 16.5mm
For training purposes only !
• Bronze Bushes in all hinge parts
• Milled from Plate and Ti Extrusion
• Titanium Extrusion will be applied for ACD Hinges
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0024
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Cargo Compartment Door
CARGO COMPARTMENT DOOR HINGE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0025
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Door
For training purposes only !
3.4 Cargo Compartment Door Hook Mechanism
CARGO COMPARTMENT DOOR HOOK MECHANISM
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0026
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
For training purposes only !
Cargo Compartment Door
CARGO COMPARTMENT DOOR HOOK MECHANISM / OPENING SEQUENCE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0027
AIRBUS TRAINING
With the Cargo Door stopped in any intermediate position a
small drift of 25 cm/min at the lower end of the Cargo Door, because of an internal leakage through the CDCV and a restrictor
in the actuator’s piston, is permitted.
Cargo Compartment Door
3.5 Cargo Compartment Door Hydraulic System
The actuator operates the door up to a wind gust of 40 kts and
hold it in an open and locked position with max. load up to 60
kts wind gust. For ensuring a permanent bleeding of the extension chamber a restricted flow over the piston is given.
The cargo door actuation system is controlled by the Doors and
Slide Monitoring Control Unit (DSMCU) and operates all cargo
doors with the aircraft on the ground.
Simultaneous cargo door operations are possible.
For loading operations (with the aircraft on the ground) each
cargo door is opened and closed by one hydraulic actuator.
This is got by the extension and retraction of the actuators piston rod.
The lower deck cargo doors are manually latched and locked.
A sequenced pressure build up exists in the extension chamber
before unlocking of the actuator. This inhibits an undamped free
fall of the cargo door, in the case where air has collected in the
extension chamber.
The green hydraulic system gives the power to operate the
cargo door actuation system. On the ground this system is
pressurized by one Electric Motor Pump (EMP) that gives a flow
of 23 l/min. at a pressure of 345 bar (5000 psi).
Under normal operating conditions three modes of sequences
shall be taken into consideration:
During take-off, flight, landing and taxiing the cargo door actuation system is isolated from the hydraulic system by an isolation
valve (placed in the L/H inner pylon), which routes the flow from
one EMP to the Cargo Door Control Valve (CDCV). No energy
used to open the door remains in the system after all cargo
doors are closed and latched. No pressure remains or build up
in the actuator chambers due to thermal expansion.
The system is monitored and controlled by a Doors and Slides
Management System (DSMS). The lower deck cargo doors are
operated externally from an operation panel. In addition to the
toggle switch the panel is equipped with an indicator for the internal locking of the cargo door actuator in the fully extended
position. One CDCV, electrically triggered by the DSMS, controls the actuator on the related cargo door.
© Airbus Training Center Hamburg
A380-800 General Familiarization
1. Cargo door is operated straight from the closed to the fully
opened position.
2. Cargo door is operated straight from the opened to the fully
closed position
3. Cargo door has stopped in an intermediate position and is
then commanded in any direction
N
NOTE: Cargo Door Actuation is inhibited with:
-
June/01/2004 – THs
no “on ground” signal
any engine is running, (same side as the Cargo Doors)
the cargo loading system in operation mode
the cargo door latched
ATA 52 – Page 0028
For training purposes only !
52 – Doors
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Cargo Compartment Door
Door fully open
and arrested
1. Cargo Door Actuator with internal locking device
2. Cargo Door Control Valve
(CDCV) (identical for all doors)
3. Check Valve
4. Hydraulic Auxiliary Pump
5. Accumulator
6. Operation Panel
7. Doors and Slides Management
Control Unit (DSMCU)
8. Secondary Electrical Power Distribution Center (SEPDC)
9. Hydraulic System Monitoring
Unit (HSMU)
10. HP Inner Pylon Manifold
11. Electrical Motor Pump (EMP)
To other
consumers
(ATA 29)
Hydraulic Pressure
Return Line
Electrical Line
Normal Operation
open
close
CARGO DOOR ACTUATION SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0029
For training purposes only !
Auxiliary
Pump
Operation
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Door
3.6 Cargo Compartment Door Operating
-
-
-
the sill latches of the CLS have to be in upright position
turn the toggle switch to "CLOSE“ and hold
in case of electrical system failure, open the flap in the
cargo door control panel and turn the lever of the door control valve to the OPEN position and hold while a second
person operates the hand pump
with the first closing movement the OPEN-LOCKED light
within the control panel turns off
for intermediate stop release toggle switch
the electric operated motor pump continues to operate for
10s after door is closed
push the door handle to "fully locked“ position
the latch/lock-mechanism and the drift pins moves to the
latched/locked position
the handle is arrested by a catch
June/01/2004 – THs
ATA 52 – Page 0030
push the handle flap on the door handle to get access to the
door handle
pull the door handle fully outwards
the door is unlatched when the handle is fully open
turn the toggle switch to "OPEN“ and hold
in case of an electrical system failure, open the flap in the
cargo door control panel and turn the lever of the door control valve to the OPEN position and hold while a second
person operates the hand pump
releasing the switch will stop the door immediately
when the door is fully open the OPEN-LOCKED light within
the control panel comes on
© Airbus Training Center Hamburg
-
-
For training purposes only !
Cargo Compartment Door Closing
Cargo Compartment Door Opening
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Cargo Compartment Door
Control
Panel
CARGO COMPARTMENT DOOR HANDLE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0031
For training purposes only !
Handle
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Cargo Compartment Door
3.7 Bulk Cargo Compartment Door
The door is operated, locked and unlocked manually. It is moving inwards and upwards and will be locked in the open position
on the ceiling of the compartment. (In this compartment nets are
provided to maintain the clearance for the door opening). The
weight of the door is compensated by a flat spring. The door is
connected to the door locking warning system.
It is possible to open the door from the inside.
Door Closing
Door Opening
To close the door, these steps must be done:
To open the door, these steps must be done:
-
release the outer handle by pressing the push button
the handle is pushed out by spring force
rotate the handle to unlatch (spring loaded in latched direction) and hold
open the door partial, free from the latch position
release the handle and it returns to the latched position
complete opening of the door
latch snaps in the up-lock
smooth outer handle is decoupled from inner handle, so operation by the inner handle is possible
© Airbus Training Center Hamburg
June/01/2004 – THs
-
release the outer handle by pressing the push
button
the handle is pushed out by spring force
rotate the handle to unlatch (spring loaded in
latched direction) and hold
close the door partial, free from the up lock fitting
release the handle and it returns to the latched
position
complete close the door
the door snaps into the latched position
ATA 52 – Page 0032
For training purposes only !
The bulk compartment, located at the aft R/H – fuselage consists of a conventional plug-type door.
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Cargo Compartment Door
BULK CARGO COMPARTMENT DOOR
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0033
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Doors and Slide Management System
•
4.1 General Function
The general functions of the Door Slide Management System
(DSMS) are:
-
door monitoring:
• of passenger doors, cargo doors and access
doors
• status indication “Closed”, “Unlocked” and “Fully
Open” on Electronic Centralized Aircraft Monitoring (ECAM), Forward Attendant Panel (FAP) and
inside each door
-
door actuation control:
• of passenger and cargo doors
-
emergency escape slide monitoring:
• status indication “Armed/Disarmed” on ECAM
and FAP
• monitoring of readiness indicator:
• control of Slide Extension (SES) and Slide
Dropped Switch (SDS)
-
emergency escape slide activation:
• determination of the aircraft pitch through the
Pitch Attitude Sensor (PAS)
• selecting correct slide configuration depending
on aircraft pitch measurement
• activation of valve squib, gas generator and cord
cutter squib
© Airbus Training Center Hamburg
activation of slide lights and lighting of Manual Inflation Push Button (MIP) through the Emergency
Power Supply Unit (EPSU)
activation of MIP
-
residual cabin pressure indication:
• indication and inhibition of opening of passenger
door and cargo doors in case of differential pressure between outside and inside cabin
-
inhibition of cabin pressurization:
• prevention of cabin pressurization if any passenger and cargo door is in an unsafe condition
The cockpit crew is informed of any open/closed door status by
the ECAM system. In case of any door is open the system informs the flight crew by announcing a door warning which is
displayed on the ECAM display in the cockpit.
The status of the emergency escape slides is also shown on the
ECAM.
The cabin/ground crew is informed on the door status on the attendant panels in the cabin as well as on the inside and outside
door operators stations. The slide status is indicated on the attendant panels in the cabin and on the inside door operators
stations.
Local indicators at the emergency exits/passenger doors and
cargo doors will inform operators of critical situations as residual
cabin pressure and slide status when opening the door/exit on
the ground.
June/01/2004 – THs
ATA 52 – Page 0034
For training purposes only !
•
4. Doors and Slide Management System
(DSMS)
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
Doors and Slide Management System
4.2 System Architecture
For training purposes only !
The figure below gives a whole overview of the DSMS.
A380 DOORS AND SLIDE MANAGEMENT SYSTEM OVERVIEW
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0035
AIRBUS TRAINING
52 – Doors
A380-800 General Familiarization
Doors and Slide Management System
This figure gives an overview of the possible components located near or in every passenger door.
Emergency Exit
Inner Door
Control
Door
Command Open
Command Close
Indication
Door Locked
Unlocked
Fully Open
Door Buzzer
Slide Armed
Slide Buzzer
Residual Cabin Pressure
EPSU
Slide Lighting
Man PB Lighting
Door
Window
LDC
Slide Not Ready
Wake Up Switch
Door Handle
Slide Handle
Latched/Locked
Closed
Lifted
Contour
Swivel
Flight Lock
De-Arrest
Sensors
Manual
Inflation P/B
Hinge Arm
Wiring
Actuators
Slide Armed
Sensors
Pitch Sensor
Ditching Switch
RI readiness
SDS dropped
SES extended
Slide
Slide
Connector
COMPONENTS AT EACH PASSENGER DOOR
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0036
For training purposes only !
Operational Panel
52 – Doors
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
Doors and Slide Management System
ECAM DOOR/OXYGEN PAGE
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0037
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only !
52 – Doors
This Page Intentionally Left Blank
© Airbus Training Center Hamburg
June/01/2004 – THs
ATA 52 – Page 0038
AIRBUS TRAINING
70-80
A380-800 General Familiarization
Power Plant – Content
Page
General..................................................................... 2
System Description................................................... 4
2.1 Power Plant System............................................ 4
2.2 Full Authority Digital Engine Control System .... 12
2.3 Fuel System ...................................................... 14
2.4 Air System......................................................... 16
2.5 Oil System......................................................... 18
2.6 Ignition and Starting System ............................. 20
2.7 Thrust Reverse.................................................. 24
2.8 Power Management .......................................... 26
2.9 Engine Components.......................................... 28
3. Control and Indicating............................................. 32
3.1 Engine Indication............................................... 32
3.2 Engine Controls................................................. 36
1.
2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 001
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Plant Introduction
1. General
The Trent 900 design has a high degree of compatibility with
the rest of the RB211 and Trent engine family. Significant
improvement in SFC is got through fundamental cycle and
architecture changes relative to the current Trent 700 and Trent
800. This low risk approach means that the Trent 900 makes
sure to meet its targets in terms of performance and service
readiness.
The engine system is divided into:
-
the power plant system
the Full Authority Digital Engine Control (FADEC) system
the fuel system
the air system
the oil system
the power management system
the ignition and starting system
the thrust reverser system
control and indicating devices.
The primary function of the engine is to provide propulsion
power to the aircraft. The secondary functions provide:
-
electrical power
pneumatic power
hydraulic power to the other systems.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 002
For training purposes only!
The Trent 900 engine for the A-380 gives initially 67,000 lb and
75,000 lb take off thrust ratings at static sea-level conditions.
Take off thrust is flat rated up to ISA +15 °C (i. E. 30°C/86 °F at
static sea-level conditions). The engine is certified at 80,000 lb
and has growth capability to 84,000 lb without major engine
structural changes.
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Power Plant Introduction
CONTROL
AND
INDICATING
ENGINE
COMPONENTS
© Airbus Training Center Hamburg
POWER
MANAGEMENT
SYSTEM
June/01/2004 – PSS
ATA 70 – Page 003
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Plant System
2. System Description
This Rolls Royce Trent 900 engine is a high bypass ratio engine
with a modular conception and a three-shaft configuration.
The fan cowl doors are attached to the pylon. Each fan cowl
door has a number of access doors and air outlets.
The nacelle gives the aerodynamic cooling and fairing around
the engine.
The Aft Pylon fairing is an aerodynamic fairing mounted on the
pylon.
The primary functions of the nacelle are to:
Nacelle
The A380 nacelle is made of different parts, which are
necessary for engine operation. The inlet cowl is attached to the
front of the engine, it supplies air in satisfactory conditions for
the engine compressor.
-
It also gives:
-
The exhaust system is attached to the rear of the engine and is
divided into 2 parts:
-
-
The exhaust nozzle which forms the outer contour of the
engine primary airflow and the inner flow path of the
secondary airflow.
The exhaust plug which forms the inner contour of the
engine primary airflow.
make sure that a smooth airflow is around the engine
protect the engine against damage
noise attenuation
fan airflow reversing
engine ventilation
It also permits access to engine components.
The thrust reversers assembly is attached to the pylon, it directs
the secondary airflow forward to decrease aircraft speed on
ground.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 004
For training purposes only!
2.1 Power Plant System
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Power Plant System
ON ENGINE 2
AND 3 ONLY
GENERAL CONFIGURATION
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 005
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Plant System
Nacelle (cont’d)
Nose Cowl
The nose cowl assembly has these major components:
nose lip
forward bulkhead
outer barrel
inner barrel
A1 Flange
anti-icing system
fan ventilation scoop
phone jack
systems for P2T2 probe
For training purposes only!
-
Fan Cowls
Right fan cowl door components:
-
one ventilation out let.
oil tank access door.
Left fan cowl door components:
-
starter valve access
VFG sight glass access
VFG outlet.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 006
AIRBUS TRAINING
70 – Power Plant
A380-800 General Familiarization
FLI
FLIG
IR
HT D
GH
TD
IR
Fan Cowls
Nose Cowl
NOSE AND FAN COWLS
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 007
For training purposes only!
Power Plant System
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Plant System
Nacelle (cont’d)
-
Double degree of freedom acoustic liner perforated in outer
wall.
Acoustic liner perforated in inner wall
Hinge fitting arrangement to ensure proper T/R closure.
Thermal protection design (venting, attachments)
Inner fixed structure in composite.
-
Cowl latch design (visible when not engaged)
Fluid drainage
Cowl opening actuators in cold area
-
For training purposes only!
Thrust Reverse and Fixed Fan Ducts
- Thrust reverse only on the inboard engines, fixed fan duct
on the outboard engines.
- Fire protection of the cowl.
- Monolithic outer barrel providing higher resistance to
impact.
Exhaust Nozzle And Plug
The Nozzle is attached to the engine flange by mean of 3 pins,
in order to ease the installation.
The plug is made in 2 parts to allow the removal with the Engine
on aircraft. Is bolted to the engine (40 bolts)
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 008
AIRBUS TRAINING
70 – Power Plant
A380-800 General Familiarization
For training purposes only!
Power Plant System
Fixed Fan Duct
ON ENGINE 1
AND 4 ONLY
Exhaust Nozzle And Plug
Thrust Reverse Cowl
ON ENGINE 2
AND 3 ONLY
THRUST REVERSE COWL / FIXED FAN DUCT / EXHAUST NOZZLE AND PLUG
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 009
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Plant System
The single stage HP turbine has a disc, a mounted rim cover
plate, 70-off HPT blades.
LOW PRESSURE (LP) ASSEMBLY
The low pressure compressor (fan rotor) has 24 titanium fan
blades mounted in a titanium disc, which is operated by a steel
shaft attached to the LP turbine shaft by splines.
The LP turbine module has a 5 stage disc, blade and shaft
assembly.
INTERMEDIATE PRESSURE ASSEMBLY
The Intermediate Pressure (IP) compressor has a number of
rotating and static assemblies put alternately to form an eight
stage axial flow compressor. Compressed air from the LP
compressor is metered into the IP compressor by variable inlet
guide vanes (VIGVs) and two stages of variable stator vanes
(VSVs) at the front of the IP compressor.
The IP turbine module has an IP turbine disc, blade and shaft
assembly.
COMPRESSOR INTERMEDIATE MODULE
The compressor intermediate module has a intermediate casing
structure, the assemblies carrying the three main shaft location
(thrust) bearings and the internal gearbox bevel gear
assemblies for the External Gearbox (EGB) drive system.
HIGH PRESSURE ASSEMBLY
The High Pressure (HP) compressor has rotating (72-41-30)
and static (72-41-40) assemblies put alternately to create a six
stage axial flow compressor. Compressed air from the IP
compressor is ingested by the HP compressor through a duct in
the intermediate compressor case (section 72-33-00) and is
then further compressed prior to delivery to the combustor.
© Airbus Training Center Hamburg
COMBUSTION SECTION
The functions of the combustion section are to:
-
-
mix fuel from the fuel spray nozzles (FSN) with HP
compressor delivery air to enable complete and efficient
combustion for the whole operating envelope
contain combustion process and deliver hot gases to HP
turbine
provide a structural load path between 03 and 05 modules
provide location for the HP nozzle guide vane assembly
contain HP compressor delivery air and HP3 cooling air
The system has an annular combustion liner. Fuel is supplied to
the engine through 20 FSNs. There are two ignitor plugs at
different angular positions.
ACCESSORY BOX
The HP assembly operates the transmission for the accessory
box.
ENGINE ACCESSORIES
- oil pressure pump & oil scavenge pumps
- fuel pumps (LP pump & HP pump)
- dedicated alternator (supply the Electronic Engine Control
(EEC))
AIRCRAFT ACCESSORIES
- Engine Driven Pump (EDP) (2)
- Variable Frequency Generator (VFG)
June/01/2004 – PSS
ATA 70 – Page 0010
For training purposes only!
Engine
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For training purposes only!
Power Plant System
ENGINE ASSEMBLY
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0011
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AIRBUS TRAINING
A380-800 General Familiarization
Full Authority Digital Engine Control
2.2 Full Authority Digital Engine Control
System
Electrical Thrust Reverse Actuation Computer (ETRAC), as the
ETRAC does not have digital connection to the Aircraft.
For training purposes only!
On the TRENT 900 and GP7200 engines, the FADEC System
includes at least two engine-mounted units:
Engine Electronic Control (EEC)
Engine Electronic Control, including independent modules to
protect against thrust control malfunction. When engine speed
is sufficient (generally above 12% N2/N3), the EEC is powered
by its own electrical generator (PMA) operated by the engine.
Engine Monitoring Unit (EMU)
Engine Monitoring Unit (T900): These additional engineattached unit does the vibration monitoring function (for cockpit
display). The Trent 900 EMU in addition incorporates advanced
engine maintenance functions (optional functions for the
airlines).
The primary means of communication between avionics
computers of the A380 is the Aircraft Data Communication
Network (ADCN).
Avionics Full-Duplex Switched Ethernet (AFDX) is the
technology of the ADCN.
Thrust Reverse System maintenance messages and warnings
come from the EEC through ARINC 429 commands to the
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0012
AIRBUS TRAINING
70 – Power Plant
A380-800 General Familiarization
Full Authority Digital Engine Control
AIRCRAFT NETWORK
Aircraft Electrical Power
Aircraft / Engine
Data Bus
EEC
PMA
On-Engine Data Bus
Electronic
ElecEngine
Control
For training purposes only!
Aircraft
Engine
EMU
Engine
Monitoring
Unit
EEC (Engine Electronic Control)
FADEC SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0013
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AIRBUS TRAINING
A380-800 General Familiarization
Fuel System
2.3 Fuel System
The fuel system is a derivative of the proven technology
currently employed on the Trent 500.
For training purposes only!
The Hydro Mechanical metering Unit (HMU), which is the same
as the Trent 500, is controlled by the Engine Electronic
Controller (EEC). The EEC incorporates the existing logic for
fuel control and also controls the engine airflow and heat
management systems.
The Variable Inlet Guide Vane (VIGV) control system uses fuel
powered common to those currently employed on the existing
Trent engines.
The LPT over speed valve is specified to cut off fuel in the event
of a LP turbine over speed being sensed.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0014
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Fuel System
FUEL SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
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ATA 70 – Page 0015
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AIRBUS TRAINING
A380-800 General Familiarization
Air System
2.4 Air System
The engine uses air bleed from the IP and HP stages to supply
the pneumatic system.
For training purposes only!
Different bleed ports are used for the engine to supply there
own needs, such us turbine case cooling, etc.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0016
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Air System
AIR SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0017
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Oil System
2.5 Oil System
The oil distribution system consists of a vane type oil pump and
pressure filter housing assembly mounted on the aft side of the
gearbox. The Oil Pump Unit (OPU) consists of a pressure
pump and nine scavenge pumps. Additionally the pump has a
pressure relief /flow control valve which regulates oil system
pressure and acts as a bypass during cold starting.
The pressure relief valve has two functions on the Trent 900:
-
-
At low engine speeds it has a bypass which reduces the oil
flow through the system, to reduce heating effects. As the
engine speed increases so too will the oil system pressure,
this causes the relief valve to close, resulting in an
increased oil flow through the system.
If the system pressure exceeds 600 psi the force of the
pressure relief spring is overcome and the pressure relief
poppet moves. This causes outlet oil to be supplied back
into the inlet thereby reducing the system pressure.
From the FOHE the oil is supplied back into the gearbox and
core engine for lubrication and cooling of :
-
the internal, step aside and accessory gearboxes
the four main bearing chambers, front bearing housing, HP
turbine, LP turbine and tail bearing housing.
Oil is scavenged back from the core engine and into the
scavenge pumps where it passes by a magnetic chip detector (if
installed) through a screen / strainer.
From the scavenge pumps oil is supplied into a combined
scavenge tube into the oil scavenge filter and into the oil tank
where it is supplied through a de aerator.
The Scavenge filter is installed with a bypass valve in order to
maintain flow in the event of a filter blockage.
The vent air oil mixture is then supplied through a centrifugal
breather found next to the oil pump on the gearbox, where the
isolated oil is scavenged back to the oil tank.
The pressure outlet of the oil pump supplies into the Fuel Oil
Heat Exchanger (FOHE) which is attached horizontally below
the oil tank. The FOHE is a heat exchanger specified to keep oil
and fuel temperatures in specified limits.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0018
For training purposes only!
The engine oil system provides a supply of lubricating and
cooling oil to the engine main bearings, transmission and
external gearbox (EGB). It is a re-circulating system with
scavenged oil being returned to the tank.
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For training purposes only!
Oil System
OIL SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
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ATA 70 – Page 0019
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AIRBUS TRAINING
A380-800 General Familiarization
Ignition and Starting System
2.6 Ignition and Starting System
General
Engine starting is normally performed using the FADEC
automatic start sequencing logic (auto-start). A manual override
function lets the start sequence to be controlled by the pilot
through the FADEC.
Automatic Starting
The automatic starting system (auto-start) gives automatic
sequencing of the SAV, HPSOV and the igniters (auto-start
does not control engine operation once the engine has reached
idle).
The FADEC monitors N1, N2, N3 and TGT and ensures the
appropriate limit protection.
Auto-start contains logic to detect “starting anomalies” during a
start attempt.
These includes :
5) Hot starts
6) Starter shaft breakage
If an anomaly is detected during the auto-start sequence on the
ground then the start attempt is aborted and, excepting 3) and
6), a restart attempt is initiated automatically.
Auto Relight
If an engine flame-out is detected by the EEC, both igniters
are energized to relight the engine.
Manual Starting
In response to command signals from the airframe, the EEC
operates:
-
the starter air valve to allow air to pass to the starter motor
the high pressure fuel shut-off valve to allow fuel to enter
the engine fuel system
the igniters.
During manual start, N1, N2 and N3 protections are active.
1) Low starter air pressure
2) No light-up
3) Locked rotors
4) Hung starts or stalls
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0020
For training purposes only!
The Trent 900 starting system is identical in operation to that of
the other Trent family members.
The system has an air turbine starter, a starter air valve (SAV),
a high pressure fuel shut-off valve (HPSOV), igniters and air
supply ducting to the aircraft pneumatic system.
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Ignition and Starting System
STARTING SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
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ATA 70 – Page 0021
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AIRBUS TRAINING
A380-800 General Familiarization
Ignition and Starting System
Ignition
The ignition system is a duplicated 10 Joule system which has
two independent surface discharge igniter plugs in each engine.
This style of ignition system continues the practice used in
existing RB211 and Trent engines.
For training purposes only!
The ignition system is controlled through the Engine Electronic
Controller (EEC). It monitors engine parameters and switched
the ignition system to on, if a flame out is detected. This lets the
engine to re-light automatically without an noticeable change in
engine parameters, requiring no pilot action.
Each channel of the EEC can switch either aircraft 115VAC
power supply to Igniter Box 1 or Igniter Box 2.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0022
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Ignition and Starting System
IGNITION AND STARTING SYSTEM ARCHITECTURE
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0023
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AIRBUS TRAINING
A380-800 General Familiarization
Thrust Reverse
2.7 Thrust Reverse
Non thrust reverse operations :
The aircraft will be fitted with two thrust reverses on the inboard
engines only. They have a static thrust capability of 15 000 lb
(for the 77K rating).
The ETRAS securely retains the two transcowls stowed and
locked by three means of retention: two primary locks and one
tertiary lock.
The Electrical Thrust Reverse Actuation System (ETRAS) is an
electro–mechanical system, which actuates and locks the main
engine transcowls of the TRENT 900 cascade thrust reverser.
2 engine transcowls are linked. The T/R have a single controller
(ETRAC/TRPU), motor and power train to prevent loading the
nacelle structure.
Operation
Thrust reverse operation:
The ETRAS translates the transcowls in deploy or stow
direction upon reception of the aircraft and EEC commands.
Translation is implemented by 6 ball screw actuators operated
by rotating flex shafts linked to a digitally controlled electrical
motor.
© Airbus Training Center Hamburg
Maintenance operation :
The ETRAS gives a tool interface to deploy or stow the thrust
reverse transcowls manually, the manual drive unit.
A380 ETRAS includes:
-
June/01/2004 – PSS
1 PDU (Power Drive Unit) including electric motor and
brake
2 Primary Locks (integral to upper actuators)
1 ETRAC (Electrical Thrust Reverse Actuation Controller)
1 TRPU (Thrust Reverse Power Unit)
6 Actuators
2 Flex shafts (PDU to center actuator)
4 Flex shafts (actuator to actuator)
2 Manual Drive Units
1 Tertiary Lock System (TLS) with TLSPU (power unit)
Electrical Harnesses (Power, control, & monitoring)
ATA 70 – Page 0024
For training purposes only!
Electrical Thrust Reverse Actuation System (ETRAS)
AIRBUS TRAINING
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A380-800 General Familiarization
Thrust Reverse
2 Flex
shafts (7/16)
12 o’clock
PDU
Prim
Lock
actuaBall-screw actuator
For training purposes only!
Brak
Motor e
Prim
Lock
Transcow
Transcow
Transcowl
Manual
Manual
drive
drive
TRPU
TLSPU
TLSPU
screw actuaactuator
Ball-screw
Manual
Manual
drive
ETRAC
4 Flex
shafts
(3/8)
actuaBall-screw actuator
TLS
Latch Pin Link
THRUST REVERSER SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0025
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Power Management
2.8 Power Management
The Engine Interface Power Management (EIPM) system
mainly controls and supplies electrical power from the aircraft to
the propulsion systems (EEC, ETRAC, …).
For training purposes only!
Also the EIPM controls the electrical power supply of the thrust
reverse second line of defence.
BITE Interface in duplex with the Centralized Maintenance
System (CMS) through Secure Communication interface (SCI).
Receive/send miscellaneous information through DSI/DSO and
ARINC 429 links from engine and N1 signal/to T/R inhibition for
example.
There are two EIPM units per aircraft, one unit per two engines
with dedicated and isolated boards and processor per engine.
Each board give electrical power supply on engine for:
- EEC ChA (115V)
- EEC ChB (115V)
- Ignitor A (115V)
- Ignitor B (115V)
- P2T2 heater (115V)
- ETRAC Supply (28V)
- EMU/VMU Supply (115V)
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0026
AIRBUS TRAINING
70 – Power Plant
A380-800 General Familiarization
Power Management
EIPM 1
Engine 2
EIPM 2
Engine 4
Engine 1
DSI
Engine 3
Fire P/B
EHM/P2T2
COS
ETRAC
BITE
Data Loader
SCI
EIPM
CMS
DSO
ETHERNET
CDS
ARINC 429
CPIOM C
AFDX
2
1
(FWS)
3
4
IOM
ARINC 429
ANALOGIC N1
EEC
Around 100 electrical links
to EEC for each engine
Cockpit
Avionic
ENGINE INTERFACE POWER MANAGEMENT SYSTEM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0027
For training purposes only!
Ignitors Supply
EEC Supply
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Engine Components
2.9 Engine Components
For training purposes only!
The engine components attached to the engine are shown on
the next pages.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0028
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Engine Components
For training purposes only!
ECS: Engine Cooling System
EEC: Electronic Engine Control
EMU: Electronic Monitoring Unit
SAV: Starting Air Valve
TCC: Turbine Control Clearance
ENGINE COMPONENTS / LEFT VIEW
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0029
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Engine Components
FOHE: Fuel Oil Heat Exchanger
HMU: Hydro Mechanical Unit
OPV: Over Pressure Valve
ENGINE COMPONENTS / RIGHT VIEW
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0030
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
FOHE: Fuel Oil Heat Exchanger
HMU: Hydro Mechanical Unit
TCC: Turbine Control Clearance
VFG: Variable Frequency Generator
ENGINE COMPONENTS / VIEW FROM THE BOTTOM
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0031
For training purposes only!
Engine Components
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Engine Indication
3. Control and Indicating
3.1 Engine Indication
ECAM Pages
For training purposes only!
The main parameters, THR, N1 and EGT are indicated in the
Upper ECAM, E/W Display.
The secondary indications are shown in the System Display.
This page is automatically displayed in case of certain failures
and during Engine Start.
These parameters are:
N2, N3, F/F, OIL QTY, OIL TEMP., OIL PRESS., VIBRATION
and NAC. TEMP.
The Cruise Page displays only Fuel Flow (F/F) and Fuel Used
(F. USED) parameters in flight.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0032
AIRBUS TRAINING
70 – Power Plant
A380-800 General Familiarization
Engine Indication
CL 88. 6 %
5
0
66. 2
10
0
5
5
10
66. 2
102. 6
102.
4. 6
458
458
158
THR
%
0
N1
%
10
10
66. 2
0
66. 2
102. 6
102. 6
458
458
ENGINE
EGT
°C
SEAT BELTS
NO SMOKING
102. 5 +
90. 5
N2 %
90. 5
102.5 +
102. 5 +
90. 5
N3 %
90. 5
102.5 +
10100
CLOG
10100
CLOG
FF KG/H
10100
CLOG
10100
CLOG
15.5
15.5
OIL QTY QT
15.5
15.5
130
130
°C
130
130
CRUISE
ENG
10100
10100
10100
10100
FF KG/H
F.USED KG
TOTAL F.USED 100040 KG
100
CLOG
100
CLOG
0. 8
1. 2
1. 2
0. 8
1. 2
1. 2
51
36
+5
M
S
G
E/W DISPLAY
VIB N1
VIB N2
VIB N3
100
CLOG
100
CLOG
0. 8
1. 2
1. 2
0. 8
1. 2
1. 2
NAC
°C
0
TAT
SAT
ISA
PSI
°C
°C
300
GWCG
37.5 %
23 H 56
GW
370 000 KG
FOB
30 000 KG
Active CTL : OAKLAND KZAK
10100
10100
10100
10100
ALL ENG 40400 KG
AIR/OXY
CAB V/S
22
22 °C
24 °C
24 °C
22 °C
24 °C
24 °C
22 °C
P 0.8 PSI
CAB ALT
500 FT/MIN
22000 FT
22 °C
-/TAT
SAT
ISA
RECALL
REQUEST
51
36
+5
M
S
G
EMERG
°C
°C
GWCG
37.5 %
GW
370 000 KG
FOB
30 000 KG
Active CTL : OAKLAND KZAK
23 H 56
-/RECALL
REQUEST
SYSTEM DISPLAY
EMERG
CRUISE PAGE
ECAM PAGES
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0033
For training purposes only!
5
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
Engine Indication
Automatic selection of back-up mode is bump less:
The Trent 900 engine controls engine thrust ratings through
close loop control of the power setting parameter through the
FADEC system. Provision is made for primary and back-up
control modes.
In line with other Rolls-Royce engines an alternative N1 backup
mode is implemented in the EEC to accommodate loss of
parameters in TPR.
Although the engine is closed loop controlled to either TPR or
NL the actual cockpit display is in terms of percentage thrust
through the Airbus Cockpit Universal Thrust Emulator (ACUTE),
i.e. irrespective of the power setting parameter the pilot will
observe a % thrust indication on his instruments.
MTO – N1 locked at point of reversion until take-off phase
complete washout to Rated N1 level
- MCL – washout to rated N1 level
For un-rated N1 mode if TPR command subsequently becomes
available pilot can select to go back into Rated N1 mode.
-
For training purposes only!
Thrust Indication
Two levels of N1 back-up mode are available:
-
Rated N1 – N1 derived from TPR command through
TPR/N1 conversion carpet
Unrated N1 – N1 derived from simple N1 v TRA
relationship
Reversion to back-up mode is automatic once the FADEC
cannot validate the necessary input parameters into measured
or commanded TPR:
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0034
AIRBUS TRAINING
70 – Power Plant
Engine Indication
A380-800 General Familiarization
LIMIT
THRTHROTTLE
Engine 1
THRLIMIT
Engine 2
5
Engine 3
CLB 78.0
THR
5
5
THRCOMMAND
Engine 4
%
5
%
10
0
10
59. 0
0
70. 0
10
59. 0
70. 0
59. 0
0
N1
70. 0
10
59. 0
0
70. 0
%
THRACTUAL
THRIDLE
THRMAX
THR ACTUAL
Engine 1
Engine 2
Engine 3
THR
5
5
REV
Reverse Operation
0
5
5
REV
%
10
10
3. 0
0
25. 0
10
Max
60. 0
Engine 4
0
N1
Max
60. 0
10
0
3. 0
25. 0
%
THR IDLE REV
THR MAX REV
THR THROTTLE
ENGINE INDICATION ON THE UPPER ENGINE WARNING DISPLAY
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0035
For training purposes only!
Forward Operation
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AIRBUS TRAINING
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Engine Controls
3.2 Engine Controls
The engine controls installed on the pedestal are not very
different from the other aircraft.
Fire and Fault lights are now found on the top of the ENG
master switches.
For training purposes only!
There are only two reverse thrust levers for the inboards
engines.
The ENG Start panel is installed on the overhead panel.
© Airbus Training Center Hamburg
June/01/2004 – PSS
ATA 70 – Page 0036
70 – Power Plant
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
Engine Controls
1
2
3
4
CONTROLS LOCATIONS
© Airbus Training Center Hamburg
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AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
70 – Power Plant
Intentionally left in Blank
© Airbus Training Center Hamburg
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AIRBUS TRAINING
A380-800 General Familiarization
N1
CONTROLS LOCATIONS (CONT’D)
© Airbus Training Center Hamburg
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ATA 70 – Page 0039
For training purposes only!
Engine Controls
AIRBUS TRAINING
A380-800 General Familiarization
For training purposes only!
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© Airbus Training Center Hamburg
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