A380 (GP7200)

B1/B2

ATA 00
AIRCRAFT GENERAL
& DOCUMENTATION

For Training Purpose Only

 This document must be used for training only

Under no circumstances should this document be used as a reference

It will not be updated

All rights reserved

No part of this manual may be reproduced in any form,
by photocopy, microfilm, retrieval systems, or any means,
without the prior written permission of Emirates Engineering

For Training Purpose Only

 Engineering Training Airbus A380 (GP7200) B1/B2

AIRCRAFT GENERAL & DOCUMENTATION

Aircraft General Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
A/C Stations, Zoning & Identifications Introduction (1) . . . . . . . . . . 28
Cockpit Philosophy Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . 40
General Documentation Introduction (1) . . . . . . . . . . . . . . . . . . . . . . 70
Maintenance Tools Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Safety Precautions Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Aircraft Handling Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . .100

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Table of Contents

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AIRCRAFT GENERAL INTRODUCTION (1)

General
To show the general characteristics of the A380-800, we must first
consider the aspects that follow:
- The aircraft dimensions,
- The aircraft weight limitations,
- The aircraft general layout.

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GENERAL

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft Dimensions
The main dimensions of the A380-800 are:
- Length: 72.73 m (238.81 ft),
- Width: 79.15 m (261.65 ft),
- Height: 24.07 m (79.04 ft).

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AIRCRAFT DIMENSIONS

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft Weight Limitations
There are weight limitations related to the operational configuration and
environment of the aircraft.
The main aircraft weights are:
- The Maximum Ramp Weight (MRW): 571 t (1,259,000 lbs),
- The Maximum Take-off Weight (MTOW): 569 t (1,254,000 lbs),
- The Maximum Landing Weight (MLW): 391 t (862,000 lbs),
- The Maximum Zero Fuel Weight (MZFW): 366 t (807,000 lbs),
- The Maximum Payload: 84 t (185,000 lb).

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AIRCRAFT WEIGHT LIMITATIONS

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft Weight Limitations (continued)
Fuel Weight Limitation
The A/C maximum usable fuel capacity is approximately 315,000
liters, which is approximately 250 t (550,600 lb) if the fuel density is
0.785 kg/l.
The usable fuel capacity is the fuel available for aircraft propulsion.

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AIRCRAFT WEIGHT LIMITATIONS - FUEL WEIGHT LIMITATION

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AIRCRAFT GENERAL INTRODUCTION (1)

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

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AIRCRAFT GENERAL LAYOUT

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft General Layout (continued)
Cockpit
The cockpit is located above the main avionics compartment.
It is accessed through the cockpit door, which is up four stairs from
the main deck.
There is access to the Main Avionics Compartment through a hatch
in the cockpit floor (LH side).

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AIRCRAFT GENERAL LAYOUT - COCKPIT

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft General Layout (continued)
Cabin Decks
There are three dif ferent classes on the two decks aboard the airplane:
First class, Business class, and Economy class.
The following cabin layout describes a typical AIRBUS layout.
At the forward end of the upper deck, there is the upper avionics
compartment.
A total of 555 passengers are accommodated on the aircraft in the
basic configuration.
Two cabin stairs and two trolley lifts connect the two decks.

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AIRCRAFT GENERAL LAYOUT - CABIN DECKS

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft General Layout (continued)
Cabin Decks
The following cabin layouts describes the Emirates layouts.
The 90 seats of the upper deck are divided into two different
classes; 14 seats in First, and 76 seats in Business class.
This deck has space for 4 abreast seating (one Business class
seat is taking up space for two passenger seats).
For the main deck there are two configurations. The Long Range
(LR) version is equipped with 427 seats in Economy class,
and the Ultra Long Range (ULR) version is equipped with 399
seats in Economy class. The ULR version is further equipped
with an additional Cabin Crew Rest Compartment aft on the
main deck and two additional lavatories forward on the main
deck. This deck has space for 10 abreast seating.
A total of 517 passengers (LR) and 489 (ULR) are
accommodated on the aircraft in the Emirates configuration.

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14 SEATS 76 SEATS
FIRST CLASS BUSINESS CLASS
+

UPPER DECK (LR & ULR)

____________________________________________________________
Upper + Main
Decks
= 489 Seats (ULR)
427 SEATS ECONOMY CLASS = 517 seats (LR)

MAIN DECK – LONG RANGE (LR) VERSION (WITHOUT CREW REST)

399 SEATS ECONOMY CLASS

MAIN DECK – ULTRA LONG RANGE (ULR) VERSION (WITH CREW REST)
AIRCRAFT GENERAL LAYOUT - CABIN DECKS

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft General Layout (continued)
Lower Deck Cargo Compartments
The lower deck is divided into 3 different cargo compartments: the
forward cargo compartment, the aft cargo compartment, and the bulk
cargo compartment.

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AIRCRAFT GENERAL LAYOUT - LOWER DECK CARGO COMPARTMENTS

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AIRCRAFT GENERAL INTRODUCTION (1)

Aircraft General Layout (continued)
Avionics Compartments
There are 3 major avionics compartments.
The Main Avionics Compartment is located under the cockpit and
access is possible:
- From the cockpit through a hatch with a fixed ladder,
- From outside through the avionics external access door with a
telescopic ladder,
- From the forward cargo compartment through two doors.
The Upper Avionics Compartment (also called Emergency Avionics
Compartment) is installed forward of the Upper Deck. It is accessible
from the shower room, on the right of the forward staircase, through a
secured access door.
The Aft Avionics Compartment is a rack installed at the rear of the
main deck. It is accessible from the inside the RH aft lavatory through
an access panel.

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AIRCRAFT GENERAL LAYOUT - AVIONICS COMPARTMENTS

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AIRCRAFT GENERAL LAYOUT - AVIONICS COMPARTMENTS

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AIRCRAFT GENERAL INTRODUCTION (1)

A380 Accelerated Assembly

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A380 ACCELERATED ASSEMBLY

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRODUCTION (1)

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

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GENERAL

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRODUCTION (1)

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

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AIRCRAFT STATION REFERENCES

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AIRCRAFT STATION REFERENCES

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRODUCTION (1)

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

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AIRCRAFT ZONE PRESENTATION - MAJOR ZONES

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRODUCTION (1)

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

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AIRCRAFT ZONE PRESENTATION - SUB-ZONES

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRODUCTION (1)

FIN Presentation
The equipment on the A/C is identified by a unique identifier designated
Functional Item Number (FIN). The basic element of the FIN is a
two-letter code indicating which system/circuit the equipment belongs
to. To this code are added prefixes and/or suffixes, which provide the
unique identification for individual items of equipment.
For mechanical equipment, the FIN is similar to electrical FIN except
that the second letter of the system/circuit identifier becomes an M (for
example GM).

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FIN PRESENTATION

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT GENERAL ARRANGEMENT - A380 COCKPIT AND AIRBUS A/C FAMILY

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Cockpit General Arrangement (continued)
Crew Seats
There are adjustable Captain and First Officer seats, a Third Occupant
rotating seat, a Fourth Occupant folding seat and (optionally) a Fifth
Occupant folding seat.

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COCKPIT GENERAL ARRANGEMENT - CREW SEATS

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Cockpit General Arrangement (continued)
OMT/OIT Workstations
Within the cockpit, two types of workstations are available:
- Two Onboard Information Terminals (OITs) at the front, which are
mainly dedicated to the captain and the first officer for flight crew
documents and applications (but can also be used by maintenance
crew during ground operations),
- An Onboard Maintenance Terminal (OMT) at the back dedicated to
the maintenance crews for maintenance documents and applications.
Two OIT keyboards are accessible from the unfolded sliding tables.
Three OIT laptops are installed in docking stations located at the rear
of the lateral consoles.

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COCKPIT GENERAL ARRANGEMENT - OMT/OIT WORKSTATIONS

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT GENERAL ARRANGEMENT - PANELS LOCATION

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT PANEL LAYOUT - OVERHEAD PANEL

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT PANEL LAYOUT - GLARESHIELD

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Cockpit Panel Layout (continued)
Main Instrument Panel
The main instrument panel includes eight identical and interchangeable
8 inch x 6 inch Liquid Crystal Display Units (LCDUs), which are
composed of:
- Two Primary Flight Displays (PFDs),
- Two Navigation Displays (NDs),
- Two Multi Function Displays (MFDs),
- An Engine/Warning Display (EWD) and,
- A System Display (SD).
Note that in case of failure of the displays dedicated to A/C guidance
and navigation, the standby instruments are available.
The A380 main instrument panel also comprises:
- Two OITs,
- Two Keyboards,
- Two loudspeakers and,
- Two Control and Display System (CDS) control panels.

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COCKPIT PANEL LAYOUT - MAIN INSTRUMENT PANEL

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT PANEL LAYOUT - PEDESTAL

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT INDICATION PHILOSOPHY - "LIGHTS OUT" PHILOSOPHY

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Cockpit Indication Philosophy (continued)
Annunciator Light Color Philosophy
The lighted P/Bs and annunciators are of different colors according
to their function:
- A red light indicates a failure requiring an immediate action from
the flight crew,
- An amber light is used to designate a failure needing awareness but
no immediate action of the flight crew,
- White color is used, to show the position of the P/B that is not the
normal position for flight, or to indicate a system activated for
maintenance operation,
- Green symbolizes availability of a backup system,
- Blue indicates normal operation of a temporarily used back-up
system.

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COCKPIT INDICATION PHILOSOPHY - ANNUNCIATOR LIGHT COLOR PHILOSOPHY

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT INDICATION PHILOSOPHY - PUSHBUTTON PRINCIPLE

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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CONTROL PANELS TECHNOLOGY - VU AND VM PHILOSOPHY

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Control Panels Technology (continued)
VU and VM Allocation on Control Panels
VMs and conventional control panels VUs are used in the A380
cockpit.
The VUs are found on the pedestal, the main instrument panel, the
glareshield, and partially on the overhead panel.
The VMs are mainly installed on the overhead panel, and on part of
the pedestal.

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CONTROL PANELS TECHNOLOGY - VU AND VM ALLOCATION ON CONTROL PANELS

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COCKPIT PHILOSOPHY INTRODUCTION (1)

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

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COCKPIT PAPERLESS PHILOSOPHY

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COCKPIT PHILOSOPHY INTRODUCTION (1)

Cockpit Paperless Philosophy (continued)
Cockpit Onboard Information System Display
The function of the Onboard Information Systems (OIS) is to
improve airline operations and its passenger services.
The OIS reduces flight crew workload, makes easy maintenance
operations and gives large customizable commercial services.
The flight crew accesses the OIS by using the OITs.
The Maintenance crew mainly accesses the OIS through the OMT.
Maintenance documentation and applications are also accessible
through the Portable Maintenance Terminal (PMAT) or the OITs.
Note that a user name and password are required to get access to the
OIS as an administrator.

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COCKPIT PAPERLESS PHILOSOPHY - COCKPIT ONBOARD INFORMATION SYSTEM DISPLAY

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GENERAL DOCUMENTATION INTRODUCTION (1)

Technical Data
The A380 technical data is available through a specific application called
AirN@v.
The typical users are the line & base maintenance staf f, engineering staff,
shop and overhaul maintenance staff.
AirN@v is divided into 6 different families:
- Maintenance,
- Repair,
- Workshop,
- Planning,
- Engineering, and
- Associated Data.
Six DVDs and/or Airbus Online Services (AOLS) let each operator get
access to technical data updates.
AirN@v Maintenance is the only AirN@v family available
onboard the aircraft through the cockpit terminals.

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TECHNICAL DATA

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GENERAL DOCUMENTATION INTRODUCTION (1)

ATA iSpec 2200
The A380 Airbus technical documentation is based on the ATA iSpec
2200.
The ATA iSpec 2200 is a global aviation industry standard for the content,
structure, and electronic exchange of aircraft engineering, maintenance
and flight operation information.
The ATA iSpec 2200 includes the ATA Spec 100 and the ATA Spec
2100
The ATA Spec 100 structures the documentation by numbering aircraft
systems. That means that all documentation has a breakdown as follows:
- ATA 05 to 12 Aircraft General,
- ATA 20 to 50 Airframe,
- ATA 51 to 57 Structure,
- ATA 70 to 80 Power Plant.
The ATA Spec 2100 defines the electronic formatting standards, for
example:
- The text standard (SGML),
- The graphic standard (CGM),
- The 3D animation standard (VRML).
The A380 technical documentation is developed for the AirN@v
application.

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ATA 00-12

ATA 20-50

ATA 51-57

ATA 70-80

ATA ISPEC 2200

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GENERAL DOCUMENTATION INTRODUCTION (1)

- The Configuration Deviation List.
Manuals Customization Other manuals, used for Line Maintenance (but not available onboard
the aircraft) include:
The Technical Documentation has customized and non-customized
- The Structural Repair Manual (SRM) available through AirN@v Repair,
manuals. A customized manual contains only the information applicable
- The Consumable Material List (CML) available through AirN@v
to a particular airline or a group of operators. A non-customized manual
Associated Data,
contains information applicable to all airlines: applicable to all Airbus
- The Component Maintenance Manual (CMM) available through
products (generic) or to one aircraft type family (envelope).
AirN@v Workshop.
As an example, the customized manuals are:
- The Aircraft Maintenance Manual (AMM),
- The Trouble Shooting Manual (TSM),
- The Illustrated Part Catalogue (IPC),
- The Aircraft Schematic Manual (ASM),
- The Aircraft Wiring Manual (AWM),
- The Aircraft Wiring List (AWL).
The Structural Repair Manual (SRM) is a non-customized and envelope
manual,
The Electrical Standard Practices Manual (ESPM) is a non-customized
and generic manual.

Main Manuals for Line Maintenance

AirN@v Maintenance is part of the A380 Onboard Maintenance System
(OMS). It includes:
- The Aircraft Maintenance Manual (AMM),
- The Trouble Shooting Manual (TSM),
- The Illustrated Parts Catalogue (IPC),
- The Powerplant Illustrated Parts Catalogue (PIPC),
- The Aircraft Schematic Manual (ASM),
- The Aircraft Wiring Manual (AWM),
- The Aircraft Wiring List (AWL), and
- The Electrical Standard Practices Manual (ESPM).
The OMS also includes, in the Flight Operations Consultation Tool:
- The Minimum Equipment List,

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CDL
(Configuration
Deviation
List)

MANUALS CUSTOMIZATION & MAIN MANUALS FOR LINE MAINTENANCE

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GENERAL DOCUMENTATION INTRODUCTION (1)

AMM Time Limits / Maintenance Checks
The AMM Time Limits/Maintenance Checks are given in chapter 05:
- 05-20-00: procedures for zonal inspections, which are scheduled in the
Maintenance Planning Document (MPD).
- 05-50-00: maintenance inspection procedures that must be done when
a flight crew report shows unusual flight conditions.

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AMM TIME LIMITS / MAINTENANCE CHECKS

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GENERAL DOCUMENTATION INTRODUCTION (1)

Scheduled Maintenance / MPD
The main objective of the Maintenance Planning Document (MPD),
available through AirN@v, is to give maintenance planning information
necessary for each operator to develop a customized maintenance
program. The MPD is neither a controlling nor an approved document.
Most MPD task intervals have been established following the A380
Maintenance Review Board Policy and Procedures Handbook (PPH)
guidelines and are given in the appropriate usage parameter (e.g. flight
hours, flight cycles, calendar time, APU hours).
No maintenance check packages are identified and thus operators are
free to determine the content and frequency of their check packages
themselves. These operators only need to make sure that the interval
between successive tasks does not exceed the interval identified in the
Maintenance Review Board Report (MRBR).

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SCHEDULED MAINTENANCE / MPD

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GENERAL DOCUMENTATION INTRODUCTION (1)

Warning / Caution / Note In Maintenance Procedures

WARNING: calls attention to the materials, processes, methods,

procedures or limits which must be used or obeyed
accurately to prevent injury or death to persons.

CAUTION: calls attention to methods and procedures which must be

obeyed to prevent damage to equipment.

NOTE: calls attention to methods, which make the job easier and gives
supplementary or explanatory information.

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WARNING / CAUTION / NOTE IN MAINTENANCE PROCEDURES

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MAINTENANCE TOOLS INTRODUCTION (1)

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

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GENERAL

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MAINTENANCE TOOLS INTRODUCTION (1)

AIRcraft Maintenance ANalysis (AIRMAN)
For the Gate maintenance activities, the AIRMAN tool:
- Gives a direct access to Flight Report, the TSM, the TFU, SIL extracts
and Airline Engineering Technical Notes while the A/C is still in flight,
- Gives also the fault history.
For the hangar maintenance activities, the AIRMAN tool is also capable
of analyzing the aircraft fault history and prioritizing preventive
maintenance actions, minimizing:
- Pilot reports,
- Departure delays.
As a result, AIRMAN offers:
- The optimization of the maintenance workload,
- The increase of dispatch reliability,
- The reduction of maintenance costs.
AIRMAN is delivered as a basic feature with the A380.

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AIRCRAFT MAINTENANCE ANALYSIS (AIRMAN)

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MAINTENANCE TOOLS INTRODUCTION (1)

Onboard Maintenance System (OMS)
The Onboard Maintenance System (OMS), through Human-Machine
Interfaces (HMIs), lets the maintenance staff get access to different
applications.
These applications give:
- Trouble-shooting information,
- Maintenance and servicing procedures,
- Access to reports and electronic documentation.
You can get access to these HMIs from the Onboard Maintenance
Terminal (OMT) or the Onboard Information Terminals (OITs).

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ONBOARD MAINTENANCE SYSTEM (OMS)

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MAINTENANCE TOOLS INTRODUCTION (1)

e-Logbook
The objectives of the e-Logbook are:
- To do a better trouble shooting (standard reporting gives more clarity,
automatic link to the documentation, automatic link to OMS data),
- To prevent the costs caused by the archiving of handwritten logbook
pages,
- To make technical data more consistent and clear,
- To have a better logbook reporting.
There are three user profiles to get access to a dedicated e-logbook
interface to read and write reports:
- Flight crew profile, to get access to the technical logbook from the OITs,
- Cabin crew profile, to get access to the digital cabin logbook from the
Flight Attendant Panel (FAP),
- Maintenance profile, to get access to the technical logbook from the
OMT or OITs.

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E-LOGBOOK

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SAFETY PRECAUTIONS INTRODUCTION (1)

Safety Precautions
When you do work on or around the aircraft, you must know all cautions
and warnings.
To prevent all safety issues, you must obey all safety precautions given
in the aircraft maintenance manuals (AMM and TSM).
You must also obey the local regulations (national regulations, airline
rules and airport rules).
The safety precautions prevent:
-Injury to persons,
-Damage to Aircraft and Ground Support Equipment (GSE).
The general safety precautions are:
-Individual protections,
-Safety areas,
-Safety notices,
-Safety devices,
-To obey the sequence of aircraft handling/maintenance tasks.

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SAFETY PRECAUTIONS

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SAFETY PRECAUTIONS INTRODUCTION (1)

-The Auxiliary Power Unit (APU) air inlet flap,
Safety Precautions (continued) -The components of the air conditioning system (fuselage and wing
root).
Electrical Power and Electrostatic Charges
The electrical power and electrostatic charges can cause injury to Suction and Exhaust Areas
maintenance staff and damage to components. The suction and exhaust areas can cause severely injury to persons
To prevent this: and damage to the aircraft and/or GSE.
-Ground the aircraft, To prevent this:
-Do a check of the component bonding, -Keep to the safety areas,
-Obey the discharge time delay of some equipment, -Keep the areas clear.
-Be careful with energized components, The main suction and exhaust sources are:
-De-energize the system if necessary. -The engines,
-The APU,
Radio Frequencies
-The air conditioning/supplemental cooling system.
Radar and radio high-energy transmissions are dangerous: the
radiations can cause injury to personnel and they can cause fire. Noises
To prevent this: The noise can cause injury to your ears.
-Keep to the safety areas, To prevent this:
-Keep to the operational areas. -Wear ear protection,
The main radio frequency sources are: -Keep to the safety areas.
-The weather radar, The main noise sources are:
-The High Frequency antennas. -The engines,
-The APU,
Moveable Parts
-The air conditioning system,
The moveable parts can cause severely injury to persons and damage -The hydraulic power system.
to the A/C and/or GSE.
To prevent this:
-Keep to the safety areas,
-Do the inhibition and/or de-activation tasks.
The main moveable parts are:
-The flight control surfaces,
-The thrust reversers,
-The doors,
-The landing gears,

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

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SAFETY PRECAUTIONS INTRODUCTION (1)

Safety Precautions (continued) Hot Components and Fluids
Hot components and fluids can cause severe burns and fire.
Pressurized Systems To prevent this:
The systems that use pressurized liquid, air, hydraulic and gas can -Wear all necessary personal protections,
cause severely injury to persons and damage to aircraft and/or GSE. -Obey a time delay to let the components become cool,
To prevent this: -Keep to the safety areas,
-Do a check of the pressurization of the components when an -Do a check of the temperature of the components when an indication
indication is available, is available.
-Depressurize the system when it is possible, High temperature sources include:
-If not, be careful when you touch the pressurized components. - Engines,
The main pressurized systems are: - Pneumatic system,
-The pneumatic system, - Air Conditioning,
-The air conditioning/supplemental cooling system, - Auxiliary Power Unit,
-The hydraulic power system, - Wheels and brakes,
-The fire extinguishing system, - Hydraulic Power.
-The oxygen system.
Corrosive, Poisonous And Asphyxiating Products
You must be very careful with the cabin and cargo doors.
To prevent important injury, you must make sure that the residual Aircraft system fluids can cause injury to persons or damage to
cabin pressure light is off before you open the cabin and/or cargo equipment.
doors. Skydrol is corrosive, it is poisonous if you get it in your mouth or if
For the escape slides, you must also make sure that the emergency you breathe it, and it causes pollution to the environment.
escape slide light is off before you open the cabin doors. Engine fuel and oils are also poisonous and cause pollution to the
environment.
Flammable and Explosive Products To prevent this:
Flammable and explosive products (such as fuel) can cause injury to -Wear all necessary personal protections,
persons and damage to equipment. -Be careful when you use these products,
To prevent this: -Keep them in a safe, special area,
-Keep to the safety areas, -Obey all cleaning procedures after you use these products,
-Make sure to have the necessary fire extinguishing equipment, -Do not throw them away, but use containers for recycling or
-Do not use items that are not permitted (such as cigarettes or retreatment.
telephones), In a closed working area, a Halon leak from a fire extinguisher bottle
can cause asphyxiation. To prevent this, make sure that the work area
has good airflow.

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The types of injury to persons or damage to aircraft by a solvent are

different for each solvent composition. Always obey the safety
precautions given in the user instructions.
Carbon dust from brakes can cause injury if you breathe it.
To prevent this, wear personal protections.

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SAFETY PRECAUTIONS - PRESSURIZED SYSTEMS ... CORROSIVE, POISONOUS AND ASPHYXIATING PRODUCTS

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Safety Precautions (continued)
Heavy Components
Heavy components can cause injury to persons or damage to
equipment during removal and installation.
To prevent this:
-Use a correct body position to lift heavy components,
-Use the special GSE,
-Use the special hoisting points installed on the A/C,
-Do not walk below a lifted load.
High Working Areas
If persons or equipment fall from high positions, they can cause
severely injury to themselves and/or other persons and damage to the
aircraft.
To prevent this, use:
-The safety points,
-The safety handles,
-The safety harnesses,
-The correct platforms.
Read the manufacturer's instructions for the platform and know the
local regulations when you use the platform.

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SAFETY PRECAUTIONS - HEAVY COMPONENTS & HIGH WORKING AREAS

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AIRCRAFT HANDLING INTRODUCTION (1)

Service Points / External Panels
Make sure that all necessary access devices are available to do work on
the different panels.
The picture shows the service points and external panels used for:
o External power supply,
o Communications,
o Landing gear doors operation,
o Nose wheel steering disconnection and towing operation,
o Refuel, defuel and fuel transfer operations,
o Wheel-well lighting control and,
o APU shutdown.
The picture shows the service points and external panels used for:
o Hydraulic servicing,
o Potable and waste water servicing,
o LP preconditioned air supply,
o HP preconditioned air supply and,
o Supplemental cooling system servicing.
The picture shows the service points and external panels used for:
o Cargo door operation,
o Cargo loading operation,
o Cargo servicing and,
o Oxygen servicing.
The picture shows the service points used for the oil servicing of:
o The APU,
o The engine and,
o The Variable Frequency Generator (VFG).

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SERVICE POINTS / EXTERNAL PANELS

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SERVICE POINTS / EXTERNAL PANELS

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SERVICE POINTS / EXTERNAL PANELS

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SERVICE POINTS / EXTERNAL PANELS

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Turnaround Time
The Turnaround Time is given as an average minimum value for a
standard cabin layout with 555 pax.
The value depends highly on the service arrangements, which include
the number of bridges and the availability of Upper Deck catering trucks.
Thus, the turnaround time increases from 90 minutes to 126 minutes if
the Upper Deck catering is done through the Main Deck via the lifts.

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TURNAROUND TIME

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TURNAROUND TIME

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Service Arrangements
The positioning of some items may vary with local arrangements.

CAUTION: Use marking on landing light assy to help to put the Upper
Deck vehicle at door U1R.
If you do not use thismarking, damage can be caused to the
slat and/or engine air intake.

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SERVICE ARRANGEMENTS

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SERVICE ARRANGEMENTS

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Consumable Materials / Oil and Fuel
The AMM Maintenance Practices (Page Blocks 201) that give the lists
of the approved oils are as follows:
- 49-91-00 for the APU oil brand names and,
- 70-30-00 for all the consumable materials that are necessary for the
maintenance of the engine.
These lists also give oil change/mixing guidelines.
The AMM Servicing (Page Blocks 301) that gives a description of the
oil servicing tasks give oil change/mixing cautions and hyperlinks to the
Consumable Material List (CML) available in AirN@v Associated Data
for the approved oil selection.
CML section 01 contains the general list of approved fuels.

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CONSUMABLE MATERIALS / OIL AND FUEL

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AIRCRAFT HANDLING INTRODUCTION (1)

Jacking
The aircraft has three primary jacking points:
o One under the forward fuselage, aft of the nose landing gear and,
o One under each wing.
A spherical nose jack adaptor and two wing jack adaptors are used
between the aircraft jacking points and the jacks.
A chart shows the permitted loads for the nose and wing jacks and the
height specification when they are in fully closed and in fully extended
positions.
When the aircraft is on jacks, a safety stay with one spherical adaptor is
installed under the aft fuselage to prevent tail tipping caused by accidental
displacement of the aircraft center of gravity.
The A380 can be jack ed at not more than the maximum permitted aircraft
weight for jacking and always within the limits of the permissible wind
speed when the aircraft is jack ed outside. The safety point is not used for
lifting the aircraft.

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JACKING

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AIRCRAFT HANDLING INTRODUCTION (1)

Leveling
There are three alternative procedures to make the aircraft level:
- Quick leveling procedure with the Air Data/Inertial Reference System
(ADIRS) from the Onboard Maintenance Terminal (OMT),
- Quick leveling procedure with a spirit level in the upper or main deck
passenger compartment,
- Quick leveling procedure with a spirit level in the forward cargo.

Weighing
You can weigh the aircraft with:
- The aircraft on jacks,
- The aircraft on its wheels,
- The aircraft on landing gear jacks.
A scale is put under each landing gear to weigh the aircraft. The total
scaling gives the final weight of the aircraft.

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LEVELING & WEIGHING

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Taxiing
The following graphic with the set of values shows the turning aircraft
capability. This data has been determined from the theoretical limits
imposed by the aircraft geometry, so they reflect the turning aircraft
capability in favorable operating circumstances.
The illustrations show the danger from engine suction and exhaust gases
in some areas. To operate in these areas, safety precautions must be
obeyed to prevent damage.

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TAXIING

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TAXIING

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Parking and Mooring
AMM Chapter 10-11 includes parking procedures related to the number
of days or weeks and in which conditions an aircraft must be parked.
These procedures include:
- Parking of the aircraft in flight-ready condition,
- Ground checks during parking,
- Return to operation after parking and,
- Renewal parking procedures.
AMM Chapter 10-20 includes the mooring procedure to prevent
movement of the aircraft when the aircraft is not stable in high winds.
The A380 is moored at the nose landing level with a mooring kit.

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PARKING AND MOORING

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