A330 - A340 ATA 52 Doors L3

Training Manual
ATA 52
Doors
Level 3
Lufthansa Issue: Jan 2000

Technical Training GmbH For Training Purposes Only
Book No: A330/340 52 L3 Lufthansa Base  Lufthansa 1998
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
DOORS A330/A340
GENERAL
52–00
ATA 52 DOORS
For Training Purposes Only
FRA US–T gb 19.01.1998 Page: 1

DOORS A330/A340
GENERAL
52–00
DOOR DESCRIPTIONS
Cabin Doors Door Warning
The aircraft has six passenger/crew doors, three on each side of the cabin. Warnings related to the doors are indicated electrically and mechanically.
They are installed in Zones 831 through 833 on the left– and 841through 843 They are given as a visual indication.
on the right side. The type of warnings given are:
The aircraft has two emergency exits,one on aech side of the cabin.They are – door warnings,
located in zones 834 and 844 rear of the wings. They have the same sizes and – emergency escape slide warnings,
functions as the passenger crew doors. – residual pressure warnings.
The doors are of the plug–type design and open out and parallel to the fuse- A Doors and Escape Slides Control–System (DSCS) gives the electrical
lage.You can operate them from the inside and the outside of the aircraft. warnings. It also controls the function of the cargo–compartment door electri-
Each door has an escape facility which is kept in a container in the lower part cal–control–system.
of the door.
All doors, passenger/crew– and emergency exit doors are type ”A”.
The passenger / crew doors which are installed in the aircraft are :
– Two FWD passenger /crew doors
– Two MID passenger /crew doors
– Two AFT passenger /crew doors
– Two Emergency exit doors
Cargo Compartment Doors

The aircraft has three cargo compartment doors. They give you access to the
three cargo compartments for the loading and unloading of cargo and baggage.
The cargo doors are installed on the lower right side of the fuselage, in Zones
821, 822 and 823.
The FWD and the AFT cargo–compartment doors open out and away from the
fuselage. They are locked and unlocked manually from outside of the aircraft.
There is a cargo–compartment door hydraulic–system which opens and closes

the doors.
The BULK cargo–compartment door opens up into the fuselage. You can oper-
ate it from the inside and the outside of the aircraft. It is locked and unlocked
manually.

DOORS A330/A340
GENERAL
52–00
Figure 1 Pax– and Cargo Doors

DOORS A330/A340
GENERAL
52–00
Access and service doors

Access doors are installed in the aircraft for inspection of the structure and to
give access for maintenance.
Service doors are installed in the fuselage to give access for the servicing of
systems.
All access and service doors are opened and closed manually.
Fixed Interior Doors
Several fixed interior doors are installed in the aircraft. They give you access
from one compartment to another. The doors are installed in fixed partitions
which divide adjacent compartments.They give you access to the installation
position of systems and equipment for maintenance.
Landing Gear Doors
The landing gear doors give protection to the landing gear when the aircraft is
in flight. The landing gear doors are attached to the fuselage at the landing
gear bays. They are operated hydraulically and controlled electrically. They
open/close during extension and retraction of the landing gear. You can operate
the landing gear doors independently for maintenance.
Miscellaneous Doors
Included in the miscellaneous doors are:
– the Ram Air Turbine (RAT) door,
– the APU–compartment overpressure–release door,

DOORS A330/A340
GENERAL
52–00
Figure 2 Service Doors Location

DOORS A330/A340
PASSENGER/CREW DOORS
52–10
52–10 PASSENGER DOORS

DOOR WARNINGS
All of the passenger/crew doors have the same structure and mechanisms.
The passenger/crew doors on the right of the fuselage are a mirror–image of S SLIDE ARMED –White light– on the door comes ON,when the Girt Bar
those on the left. The geometry of the FWD passenger/crew doors is different Arming Handle is in the ARM (FLIGHT) position and the Locking Handle is
from that of the MID and the AFT passenger/crew doors (which have the same lifted from the Locked position.
geometry). S CABIN PRESSURE –Red light– on the door comes ON Flushing, when:
The passenger/crew doors are of a fail–safe plug–type design. They open out – the inboard engines are stopped and
and parallel to the fuselage. – the cabin pressure is above ambient pressure and
An emergency escape faciliy is kept in a container which is attached to the – the Girt Bar Arming Handle is set to Disarm ( PARK ) position
lower part of each passenger/crew door. Note : When opening the Door from outside,the CABIN PRESSURE light must
be observed through the door window.
DOOR OPERATION
Each passenger/crew door has two operation modes:
– normal operation,
– emergency operation.
Normal operation of the passenger/crew doors is possible from the inside and
from the outside of the aircraft.
Emergency operation of the passenger/crew doors is only possible from the
inside of the aircraft. An attempted emergency operation from the outside of
the cabin causes a normal operation of the door.
Note: Emergency Exit Doors are similar in construction and operation,but
smaller than the pessenger/crew doors.
Passenger door opening from outside

Operation of the external control handle moves the emergency handle from the
ARMED to the DISARMED position. The cam and cam disk, which connect the
emergency handle with the external control handle, move the emergency han-
dle to the DISARMED position.
The target of the proximity switch moves to the sensor. This sends a SLIDE
DISARMED signal to the DSCS which stops the necessary warnings.
DOOR INDICATION
S Two Visual Indicators on each door show UNLOCK (red) or LOCKED
(green) position.
S on FAP when the DOOR Page is selected or automatically shown.
S on the ECAM DOOR Page during Flt Phase 1 ( A/C on GND, Engines not
running) or automaticaly shown.

DOORS A330/A340
52–10
SLIDE ARMED
WHITE WARNING LIGHT
CABIN PRESSURE
D
E
HOLD OPEN KNOP
INTERNAL
LOCKING HANDLE
VISUAL INDICATOR
EXTERNAL HANDLE
Figure 3 Cabin Door Controls

DOORS A330/A340
52–10
Girt Bar Arming Handle
The Girt Bar Arming Handle is used to select the door slide in the ARMED or
DISARMED position.
S ARMED is used for FLIGHT( EMERGENCY OPERATION)
S DISARMED is used for PARK (NORMAL DOOR OPERATION)
On the ground it is possible to install a safety pin to prevent inadverted inflation
of the door slide.
After the door was normally opened, the Locking Unit prevents the movement
of the Arming Handle from DISARMED ( PARK ) to ARMED (FLIGHT ) posi-
tion.
SAFETY PIN
The safety pin keeps the emergency control handle in the DISARMED position.
It locates in the door structure and is put in position after every flight. The
safety pin stops the accidental movement of the emergency control handle
from the DISARMED to the ARMED position.

DOORS A330/A340
52–10
GIRT BAR ARMING HANDLE
GIRT BAR ARMING HANDLE
EXTERNAL HANDLE
LOCKING UNIT
INTERNAL LOCKING HANDLE
Figure 4 Girt Bar Control

DOORS A330/A340
CABIN DOORS
52–10
DOOR STRUCTURE
The primary components of the passenger door structure are:
– an outer skin (chemically etched),
– an inner skin (formed from sheet),
– vertical edge members (formed from sheet),
– upper and lower members (milled from plate),
– horizontal beams (milled from plate),
– vertical frames (formed from sheet or milled from plate). These formed and
milled components are made of aluminum alloy. Rivets attach the primary com-
ponents of the door structure together. Bolts and rivets attach the fittings and
the components of the electrical and mechanical systems to the door structure.
The inner skin, the horizontal beams and the vertical frames have cutoutswhich
give you access to the components. They also decrease the weight ofthe pas-
senger door.
The outer skin has two openings. One opening is for the door window, the
other is for the external control handle. A pressure–tightbox covers the opening
for the external control handle to seal it.
Two hoisting points are installed in the door structure. Self–adhesive disks are
put on to the hoisting points to make a smooth surface with the
outer skin of the door.
Door Seal
The passenger door has a round hose–type seal which is made of silicone rub-
ber. It is installed at the edge of the passenger door, on the innerface of the
outer skin. Retainers with bolts and nuts hold the door seal in position.
The door seal has holes which make sure that the pressure in the seal is the
same as that in the cabin. When the passenger door is closed, a sealing sec-
tion on the door frame compresses the door seal. The differential pressure be-
tween the cabin and the outside inflates the door seal to make it pressure–
tight.
Note : On some aircraft square seals are used observe the correct Task !
FRA US–T gb 21.01.1998 Page: 10

DOORS A330/A340
CABIN DOORS
52–10
Figure 5 Cabin Door Structure and Pressure Seal

FRA US–T gb 21.01.1998 Page: 11
DOORS A330/A340
CABIN DOORS
52–10
DOOR SUSPENSION
The suspension has:
– a support arm,
– guide arms,
– a door buffer,
– a door stay mechanism.
SUPPORT ARMS
A support arm holds the passenger door when it is open. Support armfittings
attach the support arm to one side of the door frame. An upper and a lower
connection link attach the support arm to the doorstructure, at the center of the
passenger door. The lower connection link (which you can adjust) also con-
nects with the lifting shaft of the passenger door.
A mid connection link connects the support arm with the actuating rod of the
door damper and emergency operation cylinder.
GUIDE ARMS
Two guide arms are attached to the upper part of the passenger door and to
the door frame. They make sure that the door moves parallel to the fuselage
when you open it.
DOOR BUFFER
A door buffer is attached to the inner face of the support arm. It has the func-
tion of a shock absorber when the door is fully opened or closed. It prevents
structural damage to the fuselage and the passenger door.
DOOR STAY MECHANISM

A door stay mechanism is installed in the support arm. It has a hookwhich
holds the passenger door in position when it is fully opened (a tension spring
keeps the hook latched to a pin which is installed in the door frame). You press
the pushbutton on the upper side of the support arm to release the door stay
mechanism.
FRA US–T gb 21.01.1998 Page: 12

DOORS A330/A340
CABIN DOORS
52–10
GUIDE ARMS
DOOR BUFFER DOOR STAY MECHANISM
GUIDE ARMS
DOOR STAY MECHANISM
SUPPORT ARM
DOOR STRUCTURE
SUPPORT ARM
Figure 6 Door Support – / –Suspension Mechanism

FRA US–T gb 21.01.1998 Page: 13
DOORS A330/A340
CABIN DOORS
52–10
DOOR LOCKING MECHANISM

The door locking mechanism locks and unlocks the passenger door. It also-
causes the operation of two proximity switches. There is an internal and anex-
ternal control handle for manual operation. The two handles are attached to a
gear–box. The gear–box makes sure that the external control handledoes not
move when the internal control handle is operated. Rods connect the gear–box
to the lifting and locking shafts of the door locking mechanism.The main com-
ponents of the door locking mechanism are:
– a lifting shaft,
– a lowering shaft,
– a locking shaft,
– a switch mechanism.
LIFTING SHAFT
The lifting shaft lifts the door (so that the door stop fittings move clear of the
door–frame stop fittings). Two bearings with lifting arms support the lifting shaft
in the door structure. A lever connects the lifting shaft to the torque shaft and
the torsion bar spring. They decrease the force necessary to lift the passenger
door.
LOWERING SHAFT
The lowering shaft makes sure that the passenger door stays in the lifted posi-
tion when it is open. Two bearings support the lowering shaft in the door struc-
ture. A guide roller, which comes out of the door structure, is installed on one
end of the lowering shaft. On the other end of the lowering shaft there is a
crank lever with a rod and a tension spring. The rod is attached to a safety
catch which blocks thegear–box (and thus the door locking mechanism) when
the passenger door is open.
FRA US–T gb 21.01.1998 Page: 14

DOORS A330/A340
CABIN DOORS
52–10
LIFTING SHAFT
B
TENSION ADJUSTMENT
Figure 7 Lowering Shaft

FRA US–T gb 21.01.1998 Page: 15
DOORS A330/A340
CABIN DOORS
52–10
LOCKING SHAFT
The locking shaft keeps the passenger door in the closed position with two
locking hooks. These engage with lock fittings in the door frame when the pas-
senger door is closed. Rods connect the locking hooks to crank levers which
are installed on each end of the locking shaft. Each crank lever has an indica-
tion plate which shows if the door is locked or unlocked. When the passenger
door is locked, two spring units hold the locking shaft in an overcenter position.
A link lever assembly and connection plate (which is for the attachment of the
guide arm lining) are installed to the door structure and connected to the lock-
ing hooks. This lets the guide arm lining move when the door is lifted and low-
ered.
A proximity switch is installed at the forward end of the locking shaft. A target
lever, with the related target, is attached to the end of the locking shaft. As the
locking shaft turns, the target moves to or away from a proximity sensor. The
proximity sensor is installed on the door structure.
SWITCH MECHANISM
The switch mechanism is installed in the door frame above the aft locking
hook. It has an operating lever, a target lever (which you can adjust) and a
spring.
As the door closes, the aft locking hook pushes against the operating lever.
The lever then moves the target lever (and thus its related target) to a proximity
sensor. Simultaneously, the spring is put under tension. When the door is
opened, the tension in the spring causes the target to move away from the sen-
sor.
FRA US–T gb 21.01.1998 Page: 16

DOORS A330/A340
CABIN DOORS
52–10
SWITCH MECHANISM
TARGET
SENSOR
LOCKING SHAFT
Figure 8 Locking Shaft / Switch Mechanism

FRA US–T gb 21.01.1998 Page: 17
DOORS A330/A340
CABIN DOORS
52–10
EMERGENCY ESCAPE SLIDE RELEASE MECHANISM

The emergency escape–slide release–mechanism (referred to as release
mechanism) helps to open the door in an emergency and releases the emer-
gency escape slide.
The main components of the release mechanism are:
– an emergency control handle with locking unit,
– a girt bar with linkage guides,
– a safety pin.
EMERGENCY HANDLE and LOCKING UNIT
The emergency handle controls the operation of the release mechanism.It has
two positions:
– DISARMED (for normal operation of the passenger door),
– ARMED (for emergency operation of the door).
A cam and cam disk connect the emergency handle with the external control
handle of the passenger door. When a person operates the external control
handle (with the emergency handle in the ARMED position) the cam returns the
emergency control handle to the DISARMEDposition.
Rods and a bellcrank also connect the emergency control handle to a locking
unit. The locking unit connects the release mechanism with the lifting shaft of
the door locking mechanism. When the emergency control handle is in the DIS-
ARMED position (and the passenger door is open) the locking unit blocks the
release mechanism. When the emergency control handle is in the ARMED
position the release mechanism can operate.
There is a proximity switch which monitors the position of the emergency han-
dle. A target, which is attached to the bellcrank, moves to or away from a prox-
imity sensor. The sensor is attached to a mounting bracket on the door struc-
ture.
FRA US–T gb 21.01.1998 Page: 18

DOORS A330/A340
CABIN DOORS
52–10
Figure 9 Emergency Handle / Linkages

FRA US–T gb 21.01.1998 Page: 19
DOORS A330/A340
CABIN DOORS
52–10
GIRT BAR with LINKAGE GUIDES

The emergency escape slide (which is kept in a container at the lower part of
the passenger door) is attached to the girt bar. The girt bar locks the emer-
gency escape slide to the passenger door (DISARMED) or to the cabin floor
(ARMED).
Rods and bellcranks connect the locking unit with two linkage guides.The link-
age guides are attached to the lower part of the door structure. Each linkage
guide has a lock jaw which holds the girt bar when the release mechanism is
disarmed. There are two sliders on each end of the girt bar. They lock it to the
locking fittings on the cabin floor when the release mechanism is armed.
FRA US–T gb 21.01.1998 Page: 20

DOORS A330/A340
CABIN DOORS
52–10
Figure 10 Girt Bar and Quick Release Mechanism

FRA US–T gb 21.01.1998 Page: 21
DOORS A330/A340
CABIN DOORS
52–10
PASSENGER/CREW DOOR ADJUSTMENT

A compleate discription is found in the AMM tasks 500/400 Page Blocks
Note : The door slide must be removed and a balance weight installed.
DOOR LOCKING MECHANISM ADJUSTMENT

Specified positions of the door contols can be checked by installing Rig Pins.
Necessary adjustments are performed by shortening / lenghtening the control
rods .
CHECK BEFORE DOOR INSTALLATION

Before you install the door,install the rigging pin.
– For the door in the down (CLOSED) position: points B, F.
– For the door in the up (OPEN) position: points C, E, F.
– For the escape slide in the ARMED position: points I, J, K, S.
FRA US–T gb 20.01.1998 Page: 22

DOORS A330/A340
CABIN DOORS
52–10
E LOWERING SHAFT
E
E
E
D D
B
C
LOCKING SHAFT
E
F
LIFTING SHAFT
RIG PIN LOCATIONS GEARBOX
Figure 11 Locking Mechanism Rigging Check

FRA US–T gb 20.01.1998 Page: 23
DOORS A330/A340
CABIN DOORS
52–10
ESCAPE SLIDE RELEASE MECHANISM RIGGING CHECK

With the arming handle in the ARMED position check,that the rig–pins I;J;and
S can be installed.
FRA US–T gb 20.01.1998 Page: 24

DOORS A330/A340
CABIN DOORS
52–10
ARMING HANDLE
RIG PIN LOCATIONS
LIFTING SHAFT
I
J
GIRTBAR
GIRTBAR SLIDER
Figure 12 Escape Slide Release Mechanism Rigging Points

FRA US–T gb 20.01.1998 Page: 25
DOORS A330/A340
CABIN DOORS
52–10
DOOR ADJUSTMENT IN LONGITUDINAL–AND VERTICAL

DIRECTIONS
A new door must be attached to the support arm. the attachment gives the
possibility to adjust the door inthe longitudinal and vertical direction.
The doors must be adjusted so that the gab between the door and the fuselage
structure is in given tolerances.
VERTICAL ADJUSTMENT
Z–Adjust in door open configuration : clearance between door– and frame
stops and lifting shaft rollers fit into slide fittings.
Z–Adjustment in the door closed configuration : In the door open config a re-
moveable washer is put to the Adjustbolts in lower fittings D.
When the door is closed, the stopbolt,removeable washer and doorstop roller
must be in contact,and the liftingshaft roller must contact the upper lip of the
slide fitting.
For udjustment use adjustable washer between stopbolt and fitting.
LONGITUDINAL ADJUSTMENT
X–adjust is neccessary if the door does not fit into the frame in longitudinal
direction.
A hoist is needed to perform this work. The upper– and lower guide arms must
be disconnected.
The door upper connecting link must be shimmed using specified washers.
FRA US–T gb 20.01.1998 Page: 26

DOORS A330/A340
CABIN DOORS
52–10
DOOR OPEN UDJUSTMENT
GUIDE ARMS X–ADJUSTMENT
ADJUST WASHERS
SUPPORT ARM
Z–ADJUSTMENT
DOOR FITTING
LIFTING SHAFT
DOOR ROLLER
SLIDE FITTING
STOP BOLT
ADJUSTABLE WASHER
LIFTING SHAFT ROLLER
Figure 13 Door Adjustment in X–,Z–Axis

FRA US–T gb 20.01.1998 Page: 27
DOORS A330/A340
CABIN DOORS
52–10
DOOR ADJUSTMENT IN THE LATERAL DIRECTION

Adjustment of clearance between door– and frame stops when door is started
to openagiven clearance between the stops must be adjusted,placiing the Fit-
tings B;Cand D on serrated pltes in the correct position.Indexing marks give
original positions.
The door must be checked that is flush with the fuselage in the closed posi-
tion.
Stop and Guide Fittings Adjustment

Roller and Guide Fittings must be adjusted to specified clearances.Serrated
Plates make this in the Y–axis possible and Stop Bolts with adjustable washers
make this possible in vertical directions ( Z–Axis ).
FRA US–T gb 20.01.1998 Page: 28

DOORS A330/A340
CABIN DOORS
52–10
Figure 14 Door Stop Fitting Adjustment in Y–Axis

FRA US–T gb 20.01.1998 Page: 29
DOORS A330/A340
CABIN DOORS
52–10
Door Stop Fittings

There are eight adjustable door stop fittings on each side of the passenger
door. When the door is closed, they touch mating stop fittings, which are at-
tached to the door frame. They take the load when the cabin is pressurized.
The door stop fittings are made of titanium alloy, which is forged. Bolts attach
the door stop fittings to the ends of the horizontal beams of the door structure.
The door stops are adjustable and must be in the dor closed position to equally
contact the doorframstops
FRA US–T gb 20.01.1998 Page: 30

DOORS A330/A340
CABIN DOORS
52–10
ADJUSTMENT DOOR IN ITS FRAME

( DOOR CLOSED )
Figure 15 Door Stop Fittings

FRA US–T gb 20.01.1998 Page: 31
DOORS A330/A340
CABIN DOORS
52–10
UPPER LOCKING HOOK ADJUSTMENT
At this adjustment step, the lifting shaft rollers are in contact with the upper lip
of the roller fittings.
Adjust the barrel of the rod so that the locking hook is no longer in contact with
the latch fitting.
LOCKING MECHANISM ADJUSTMENT

The door closed position then the locking handle is operated in the door open
position the hook must be positioned that the moves free into the door fully un-
locked position.If not, the rod between lowering shaft and locking mechanism
must be adjusted.
FRA US–T gb 20.01.1998 Page: 32

DOORS A330/A340
CABIN DOORS
52–10
TO LOCKING SHAFT
LOWERING SHAFT
LOCKING SHAFT
RIG PIN
TO LIFTING SHAFT DOOR
ADJUSTABLE ROD
LATCH FITTING
LOCKING HOOK
ADJUSTABLE ROD
LOCKING MECHANISM
LOCKING SHAFT
Figure 16 Locking Hook – and Locking Mechanism Adjustmt.

FRA US–T gb 20.01.1998 Page: 33
DOORS A330/A340
CABIN DOORS
52–10
ADJUSTMENT of the COMPENSATION MECHANISM

Adjust the tension bolt to get a load of 16 daN (35.9694 lbf) on the inner han-
dle to open and close the door. Use a dynamometer to measure the load.
Make sure that the dimension M is 35 mm (1.3779 in.) maximum.
FRA US–T gb 20.01.1998 Page: 34

DOORS A330/A340
CABIN DOORS
52–10
INNER HANDLE
ADJUST HERE
Figure 17 Compensation Mechanism Adjustment

FRA US–T gb 20.01.1998 Page: 35
DOORS A330/A340
CABIN DOORS
52–10
ADJUSTMENT OF THE PROXIMITY SENSORS

Adjust the actuation clearance of the proximity sensors (Ref. TASK 52–71–XX).
DOOR INDICATING SENSORS
The locking shaft– and doorframe sensor give the door status infformation.
FRA US–T gb 20.01.1998 Page: 36

DOORS A330/A340
CABIN DOORS
52–10
SWITCH MECHANISM
TARGET
SENSOR
LOCKING SHAFT
Figure 18 Door Locking Shaft – Frame Sensor

FRA US–T gb 20.01.1998 Page: 37
DOORS A330/A340
CABIN DOORS
52–10
SLIDE INDICATION SENSORS

The emergency handle sensor and the the door locking shaft sensor give the
slide status information.
FRA US–T gb 20.01.1998 Page: 38

DOORS A330/A340
CABIN DOORS
52–10
ARMING HANDLE SENSOR

Figure 19 Arming Handle Sensor

FRA US–T gb 20.01.1998 Page: 39
DOORS A330/A340
CABIN DOORS
52–10
ADJUSTMENT OF THE BUFFER STOP

Fully open the door against the fuselage.
Make sure that the door stay mechanism locks the door in the open position.
Make sure that clearance R1 between the buffer (15) and the fuselage is in lim-
its.
If not in limits,move the door in closed direction and adjust the adjustable wash-
ers (5) and (12) to get the correct clearance R1 and the dimension R2.
Fully open the door against the fuselage (door locked) and make sure that the
clearance R1 is correct.
FRA US–T gb 20.01.1998 Page: 40

DOORS A330/A340
CABIN DOORS
52–10
FUSELAGE STRUCTURE
ADJUSTABLE WASHERS
Figure 20 Door Buffer Stop Adjustment

FRA US–T gb 20.01.1998 Page: 41
DOORS A330/A340
CABIN DOORS
52–10
ADJUSTMENT OF GIRT BAR FITTINGS

With closed door do the rigging of the emergency control handle in the ARMED
position with the PIN – SAFETY SLIDE .
Check clearance P1 is 0 +0.2 +0.6 mm , clearances P2 are equal, with a toler-
ance and clearances P3 are equal, with a tolerance .
If the clearances are not correct, do the adjustments below:
Put the emergency control handle in the DISARMED position and open the
door.
Loosen the screws (4) until you can move the girt bar fitting (2)in the aft and
forward direction only.
NOTE : Do not change the position of the girt bar fitting (2) on the serrated
plate (3).
Close the door and put the emergency control handle in the ARMED position.
Check clearances again.
FRA US–T gb 20.01.1998 Page: 42

DOORS A330/A340
CABIN DOORS
52–10
LOCK YAW
GIRTBAR SLIDER
GIRTBAR FITTING
Figure 21 Girtbar Slider/–Fitting Adjust

FRA US–T gb 20.01.1998 Page: 43
DOORS A330/A340
52–10
DOOR EMERGENCY OPERATION

Passenger door opening from inside.For emergency operation of the passen-
ger door the emergency handle is in the ARMED position (so that the release
mechanism can operate).
Initial movement of the internal control handle opens the passenger door. The
emergency operation cylinder then pushes the door to the fully open position
and releases the emergency escape facility.
It can do this automatically in winds of up to 25 knots. In winds above 25 knot-
sadditional manual help is necessary to open the passenger door.
During emergency operation the damper cylinder has the function of an actua-
tor. Rods and bellcranks transmit the movement of the lifting shaft to the stop
lever, which operates the release lever of the damper cylinder. If the safety pin
(of the damper cylinder) is not in position, the release lever operates the per-
cussion mechanism. The gas in the gas cylinder then expands into the damper
cylinder. The operating rod is forced to extend and thus helps to push the pas-
senger door open.
As the passenger door opens, the escape facility (which is attached to the girt
bar) is released and inflated automatically.
When the door is fully open, the pressure in the damper cylinder decreases so
that it is possible (after approximately 3 seconds) to close the door manually.
FRA US–T gb 28.01.1998 Page: 44

DOORS A330/A340
52–10
B
Figure 22 Door Damper/Emergency Actuator

FRA US–T gb 28.01.1998 Page: 45
DOORS A330/A340
52–10
DOOR DAMPER MAINTENANCE

Door Damper Deactivation
For maintenance reason it is possible to deactivate the door damper and emer-
gency actutor:
S by installing a safety pin into the percusion mechanism
S by moving the release lever out of the operating position, to do this, loos-
ethe knurled screw, slide the release lever to the disarm position and tighten
the knurled screw.
Door Damper Service

S If the pressure of the nitogen reservoir is low it can be charged accordind to
an temperature table beside the charging valve.
S after an emergency door opening operation
–the Shear Pin and
–the Burst Diaphram
must be removed then the reservoir must be charged.
FRA US–T gb 28.01.1998 Page: 46

DOORS A330/A340
52–10
RELEASE LEVER
KNURLED SCREW
PRESSURE DIRECT READING GAGE
CIDS CONNECTOR
BURST DIAPHRAM
CHARGING VALVE SHEAR PIN

DOOR DAMPER AND EMERGENCY OPERATION CYLINDER
Figure 23 Door Damper Service

FRA US–T gb 28.01.1998 Page: 47
DOORS A330/A340
52–10
ADJUSTMENT OF PERCUSSION / STOP LEVER

First safety the percussion mechanism!
Put the arming lever in the ARMED position. The door must be unlocked so
that it is fully lifted .
The clearance in the Z–axis of the stop lever by installing adjustable washers
between stop lever and finger.
The clearance in the X–axis is adjusted installing suitable washers between the
actuating lever and stop lever.
FRA US–T gb 28.01.1998 Page: 48

DOORS A330/A340
52–10
WASHER
WASHER
WASHER
Figure 24 Percussion Bellcrank Adjustment

FRA US–T gb 28.01.1998 Page: 49
DOORS A330/A340
CARGO
52–30
52–30 CARGO DOORS
FWD– AND AFT CARGO COMP. DOORS

The forward and AFT cargo doors open outwards and upwards from the fuse-
lage. They are manually locked and unlocked but hydraulically operated.
LOCKING AND LATCHING
The door is also equipped with a locking handle, a latching handle and individ-
ual locking indicators for each latch hook. The latching handle operates the
hooks which secure the door to the door frame. The locking devices provide
safety by securing the hooks in the latched position.
LOCKING
The locking handle is a flapper door which gives access to the latching handle.
This locking handle operates a locking shaft which secures the latching shaft
when the hooks are closed.
LATCHING
The latching handle drives the latching shaft to release or lock the hooks.
PROXIMITY SENSORS
Proximity Sensors are used for door control and indication.
The LOCKING HANDLE Proximity Sensor and the LOCKING SHAFT Sensor
together give the DOOR CLOSED informtion to the PSCU.
The LOCKING SHAFT Sensor is attached to the fuselage structure,but its
target is operated by the Locking Shaft so it confirmed that the door is truely
closed.
The LOCKING HANLE SENSOR is in the door structure, the target is at-
tached to the Locking Handle.
The LATCHING SHAFT SENSOR is used for DOOR CONTROL.Only if the
PSCU receives an UNLATCHED Signal,the PSCU will energize the Electrical
Selector Valve and the Yellow Electric Pump for door operations.
FRA US/F gb 21.12.95 Page: 50

DOORS A330/A340
CARGO
52–30
F52D101
Figure 25 Cargo Door – General

DOORS A330/A340
CARGO
52–30
F52D101
Figure 26 Locking and Latching

DOORS A330/A340
CARGO
52–30
LOCKING HANDLE
LOCKING HANDLE PROX.SENSOR
LOCKING SHAFT
LOCKING SHAFT TARGET
LATCHING SHAFT PROX.SENSOR

F52D101
Figure 27 Latching / Locking

DOORS A330/A340
CARGO
52–30
BULK CARGO COMP. DOOR DESCRIPTION

The BULK cargo door is of the plug–type design and opens up into the BULK-
cargo compartment.
It has an inner and an outer handle which operate the locking mechanism.
You can open the door from the inside or the outside of the aircraft.
A balance mechanism reduces the force which is necessary to open the door.
There is a latch assembly which holds it in the fully open position.
The door has 2 proximity switches at the door locks which identify if it is fully
closed and locked. The proximity switches are part of the Doors and Escape
Slides Control System (DSCS). This monitors the position of the doors and
gives indications in the cockpit.
A door open sensor gives a signal to the airconditioning system to stop the
heating system.

DOORS A330/A340
CARGO
52–30
Figure 28 Bulk Cargo Door

DOORS A330/A340
BULK CARGO
52–30
BULK CARGO DOOR

The primary structure of the BULK cargo door has: Latch Assembly (Ref. Fig. 005)
– an outer skin (chemically milled sheet), The latch assembly is part of the door locking mechanism. It holds the door in
– an inner skin (formed from sheet), the fully open position and is operated with either door handle. A catch en-
– upper, lower and side edge members (formed from sheet), gages with a hook arrester which is attached to a floor beam on the ceiling of
– corner pieces (formed from sheet), the BULK cargo compartment. A spring unit holds the catch in the latched posi-
– horizontal beams (milled from plate), tion.
– vertical frames (milled from plate).
Balance Mechanism (Ref. Fig. 001)
These formed and milled components are made of aluminum alloy.
The balance mechanism is installed to decrease the force which is necessary
The inner skin, the horizontal beams and the vertical frames have cutouts
to open the door. It is installed in the ceiling of the BULK cargo compartment.
which give you access to components.
Leaf springs attach the balance mechanism to the door structure. As the door
They also decrease the weight of the cargo door. The outer skin has an open-
closes, the leaf springs are put under tension. When the door is then unlocked,
ing for the outer operating handle.
the spring force causes it to open easily.
A pressure–tight box covers the opening to seal it.
Drain holes and flap–type drain valves are installed in the lower edge o the Door Locking Mechanism (Ref. Fig. 004)
door. They let rain and condensed water drain from the door. The drain valves There are two handles installed on the door which are used to operate the lock-
are open when the aircraft is on ground, differential pressure keeps them ing mechanism. One handle is installed on the outside and one on the inside of
closed during flight. the door. The two handles are connected with a handle shaft.The inner handle
is installed at 180 degrees to the outer handle.When the outer door handle is
Door Suspension (Ref. Fig. 001)
released and turned, the inner handle will turn simultaneously. The inner han-
Two hinge arms connect the door to the fuselage. They are made from alumi-
dle can also turn independently when the outer handle is in the CLOSED posi-
num alloy plate which is machined.The hinge arms have no load when the
tion.
cargo door is closed and the aircraft is pressurized.
There are two barrel locks, one on each side of the door. They are part of the
Door Lining/Insulation (Ref. Fig. 002) locking mechanism and are attached to each end of the locking shaft.The bar-
There is a lining on the inner side of the door which gives protection against rel locks have two functions:
heat and sound. Quick release pins and VELCRO tape attach it to the inner – when the door is closed the barrel locks locate on lock spigotswhich are at
door structure. tached to the door frame,
Door Seal – the cam shape of the barrel locks activate proximity switches in the door
The door has a round hose–type seal which is made of silicone rubber.The seal frame.The necessary signal is then sent to the DSCS.
has holes which make sure that the pressure inside the seal is the same as An adjustable stop lever, which is attatched to the locking shaft, lets you adjust
that in the cargo compartment. When the door is closed, it makes the BULK the travel of the barrel locks.
cargo compartment pressure–tight and prevents the penetration of water. A pushrod and shaft lever connect the locking shaft to the latch assembly
which holds the door in the open position.
Stop Fittings
An overcenter spring unit is installed between the handle shaft and the door
There are five stop fittings located on each outer edge of the door structure.
structure. When both handles are in the closed and locked position the spring
Bolts attach them to the ends of the horizontal beams. When the door is closed
unit prevents any movement of the locking mechanism.
the stop fittings touch related fittings on the door frame. The stop fittings are
adjustable and can take the load of the door when the aicraft is pressurized.
FRA US–T gb 09.02.1998 Page: 56

DOORS A330/A340
BULK CARGO
52–30
k
PROXIMITY
SENSOR
HINGE ARMS
OUTER
HANDLE
DOOR SEAL
BARREL
LOCK
TARGET
DOOR
STOP
DOOR LINER/
INSULATION
SEALING SECTION
OUTER
HANDLE SEAL
INNER
HANDLE
FRAME STOP FITTING

BARREL
LOCK
LOCKING MECHANISM
OPEN LATCH
ADJUSTMENT BOLT DOOR STOP FITTING
Figure 29 Bulk Cargo Door

FRA US–T gb 09.02.1998 Page: 57
DOORS A330/A340
AVIONIC COMPARTMENT
52–30
AVIONIC COMPARTMENT DOOR

Avionics–Compartment Access Door 811
The avionics–compartment access door is installed in the bottom of the fuse-
lage in the pressurized area of the aircraft. It is installed in Zone 811 between
FR7 and FR10. The door opens up and into the fuselage. It gives you access
to the avionics compartment. You can open the door from the inside or from the
outside of the aircraft.
There is a locking mechanism which keeps the door in the closed and locked-
position. A compensating mechanism reduces the force which is necessary to
operate the door.
A proximity switch, which is installed on the door structure, monitors the OPEN/
CLOSED position of the door. It sends a signal to the Doors and Escape Slides
Control System (DSCS).
FRA US–T gb 09.02.1998 Page: 58

DOORS A330/A340
AVIONIC COMPARTMENT
52–30
Figure 30 Avionc Compartment Door

FRA US–T gb 09.02.1998 Page: 59
DOORS A330/A340
CARGO
52–30
The outer skin is chemically etched. There is a recess in the lower right side of
the outer skin. This is for the installation of the locking handle and the latching
FWD–/ AFT CARGO DOOR DESCRIPTION handle.
A red warning light 103MJ (Ref. 52–71–00) is installed in the recess behind the
The description here is for the FWD Cargo Door the AFT Cargo Door is the locking handle. It warns you if there is a residual pressure in the cargo
same.
compartment.
The FWD cargo–compartment door is installed on the right side of the lower There are four access panels in the lower part of the outer skin. Two of the
fuselage. It is located in Zone 821 between FR20 and FR26. The door opens panels give you access to the handle area. The other two panels give you ac-
hydraulically to the outside and gives you access to the FWD cargo compart- cess to the door mechanism. Fittings for the attachment of the access panels
ment.The door is locked and unlocked manually. There is a latching and a lock- are installed on the lower door structure.
ing mechanism which keeps it in the closed and locked position. The door has a two–piece inner skin which is joined at FR22A. The inner skin
Description has cutouts which give you access to the components. The cutouts alsode-
The FWD cargo door is 2739 mm (107.8347 in.) in width and 2385 mm crease the weight of the door.
(93.8976 in.) in height. The vertical frames are milled to match the contour of the fuselage. The upper
Ten hinge arms connect the door to the fuselage. Hinge bolts attach them to- part of the frames are extended to form the hinge arms. The lower part of the
hinge brackets which are installed in the door frame. The hinge arms trans- frames are machined into fork ends for the installation of the door mechanism.
mitthe load (when the aircraft is pressurized) from the door to the fuselage. The upper part of FR22A is machined to form the actuator attachment fitting.
The door is locked and unlocked manually. A hydraulic actuator unit opens and HOISTING POINTS
closes the door. It is controlled from a panel on the outside of the aircraft. The Three hoisting points are installed in the door structure. A blanking plugis
panel is installed in the lower part of the fuselage near the opening of the door. installed in each hoisting point. You can remove the blanking plugs and install a
hoisting lug and sling to lift the door with a crane.Self–adhesive disks are put
It is possible to open the door at wind speeds of up to 40 knots. You can leave on the hoisting points to make a smooth surface with the outer skin.
the door open (or close it) at wind speeds of up to 60 knots.
If there is no electrical power available you can use a hand pump to operate DRAIN VALVES
the door. The hand pump is installed on the Yellow hydraulic panel in the belly Drain holes with flap–type drain valves are installed on beam 4. They let rain
fairing. and condensed water drain from the door. The drain valves are open when the
The door has proximity switches which identify if it is fully closed and locked. aircraft is on ground, differential pressure keeps them closed during flight.
The proximity switches are part of the Doors and Escape Slides Control Sys-
tem (DSCS) . This monitors the position of the doors and gives indications in DOOR LINING INSULATION
the cockpit. There is a lining on the inner side of the door which gives insulation against
The door has mechanical indicators which you can see from outside the air- heat and sound. The lining is installed in two pieces. Quick release pins and-
craft. They show you when the door is not fully locked. VELCRO tape attach them to the inner door structure. The material and color
of the lining is the same as that which is in the FWD cargo compartment.
DOOR STRUCTURE
The cargo door has a pressure–tight structure. In the lower part of thedoor the
pressure area changes from the outer skin to the inner skin. This gives you ac-
cess to the door mechanism from the outside.
FRA US–T gb 04.02.1998 Page: 60

DOORS A330/A340
CARGO
52–30
HINGE FITTINGS
B
INNER SKIN HOISTINGPOINTS

ACTUATOR ATTACHMENT
FITTING
DOOR LINER / INSULATION
VERTICAL FRAMES
B
HORIZONTAL
BEAME 4 HINGE BRACKET
HORIZONTAL HINGE BOLT
BEAMES
HINGE ARM
WATER DRAIN VALVE
DOOR MECHANISM
Figure 31 Cargo Door FWD / AFT Components
FRA US–T gb 04.02.1998 Page: 61
DOORS A330/A340
CARGO
52–30
DOOR SEAL
The door has a round hose–type seal which is made of silicone rubber. Retain-
ers and screws attach it to the inner door structure. The door seal has holes
which make sure the pressure in the seal is the same as that in the cargo
compartment. When the door is closed the seal is compressed against a seal-
ing section on the fuselage frame. This makes the cargo compartment pres-
sure–tight and prevents the penetration of water.
ACTUATOR ATTACHMENT FITTING

Actuator Attachment Fitting.The actuator attachment fitting is part of the upper
end of FR22A. Itis located between beam 1 and beam 2 on the inside of the-
door. Bolts attach the actuator unit to this fitting and to the related fitting on the
door frame of the fuselage.
SUPPORT STOP FITTING
The door has two support strut fittings. They are installed to the door structure
on either end of beam 2. You can install support struts in the support strut fit-
tings and the related fittings on the door frame. This will hold the door open
during maintenance procedures.
STOP BOLTS
The stop bolts are installed to the door on beam 5. When the door is closed
they touch a related fitting on the door frame of the fuselage. You can adjust
the stop bolts to keep the door in line with the fuselage contour.
FRA US–T gb 04.02.1998 Page: 62

DOORS A330/A340
CARGO
52–30
STOP BOLT
SUPPORT STRUT FITTING
DOOR SEAL
Figure 32 Cargo Door Seal and Fittings

FRA US–T gb 04.02.1998 Page: 63
DOORS A330/A340
CARGO
52–30
DOOR MECHANISM
The components of the door mechanism are:
– a locking handle and linkage assembly,
– a latching handle assembly,
– a latching mechanism,
– a locking mechanism,
– an interlock mechanism,
– a switch mechanism.
FRA US–T gb 04.02.1998 Page: 64

DOORS A330/A340
CARGO
52–30
Figure 33 Cargo door Mechanism

FRA US–T gb 04.02.1998 Page: 65
DOORS A330/A340
CARGO
52–30
LOCKING HANDLE and LINKAGE ASSEMBLY

The locking handle is installed in the lower right side of the door between
FR20B and FR21. A flap which is spring–loaded is installed in the handle.
When you push the flap inboard you can pull the handle to the horizontal (fully
open) position.
A proximity switch is installed at the handle. A target is attached to the bottom
left side of the handle. When the handle is operated the related target moves to
or away from a proximity sensor. The proximity sensor is installed on beam 3A
of the door structure.Two gas spring units keep the handle in both positions
(fully open and fully closed). The spring units are installed between a crank le-
ver (on the locking handle shaft) and a fitting on the door structure.
The linkage assembly transmits the movement of the handle to the compo-
nents of the locking mechanism. A double lever assembly connects the locking
handle to the linkage assembly. Two pushrods connect the double lever as-
sembly through a swivel shaft to a shaft lever on the locking shaft.
LATCHING HANDLE ASSEMBLY

The latching handle assembly is installed in the lower right side of the door be-
hind the locking handle. A pivot pin attaches a latching handle to the door
structure.
There is a catch which safeties the handle when it is in the fully closed position.
The catch engages on a pin installed in the door structure. You press a push-
button on the handle to release the catch.The lower part of the handle is ma-
chined into a fork end for the installation of a spring unit. The spring unit keeps
the handle in both positions (fully open and fully closed). It is installed between
the latching handle and the door structure.
A connecting rod transmits the movement of the handle to the latching mecha-
nism. A shaft lever attaches one end of the connecting rod to the latching shaft.
The other end is attached to the bellcrank of the latching handle.
FRA US–T gb 04.02.1998 Page: 66

DOORS A330/A340
CARGO
52–30
C
PUSH BUTTON
PROXIMITY LATCHING HANDLE

SENSOR C
SPRING UNIT
HANDLE FLAP
LOCKING HANDLE
LATCHING SHAFT
Figure 34 Latching– / Locking Handle

FRA US–T gb 04.02.1998 Page: 67
DOORS A330/A340
CARGO
52–30
LATCHING MECHANISM
The latching mechanism is installed in the lower part of the door between beam
4 and beam 5. You operate it with the latching handle.
The latching shaft is a multi–sectioned shaft assembly. Eighteen cardan joints
connect the sections together. The shaft levers and the related link rods con-
nect the latch assemblies to the latching shaft. Each latch assembly is installed
in the fork end of a vertical frame (which is part of the door structure). Pivot
pins attach the hook and the bellcrank to the vertical frame. A link connects the
hook to the bellcrank.
The hooks engage with eccentric bolts installed in side–spool fittings on the
door frame of the fuselage. They transmit the load (when the aircraft is pres-
surized) from the door to the fuselage.
The bellcranks are in an overcenter position when the door is fully latched.
Stop bolts, which are attached to the door structure, let you adjust the over-
center position of the bellcranks.
A target lever with the related target is installed on the end of the latching shaft
at FR25. As the latching shaft turns the target moves to or away from a proxim-
ity sensor. The proximity sensor is installed on beam 4 of the door structure.
LOCKING MECHANISM
The locking mechanism is installed parallel to and below the latching mecha-
nism in the lower part of the door. You operate it with the locking handle. Its
functions are to lock the latching shaft and to show you if the door is correctly
locked.
The locking shaft is a multi–sectioned shaft assembly. Eighteen universal joints
connect the sections of the shaft together. The safety cams are installed on the
locking shaft and are located at each hook. They engage with, or disengage
from, a recess the hooks. The engaged safety cams prevent the operation of
the hooks.
The indicator flags are installed in the door structure near to each hook. The
indicator flags are spring–loaded to the open position and are controlled with
the safety cams. When the cargo door is locked the indicator flags are level
with the door contour.
FRA US–T gb 04.02.1998 Page: 68

DOORS A330/A340
CARGO
52–30
LATCHING SHAFT
D
D
LOCKING SHAFT
INDICATOR
FLAG
ADJUSTMT.
OVERCENTERING
SAFETY CAM
LATCH HOOK OVERCENTER ADJUSTMENT
Figure 35 Locking– / Latching Shaft

FRA US–T gb 04.02.1998 Page: 69
DOORS A330/A340
CARGO
52–30
(5) Interlock Mechanism (Ref. Fig. 012)
INTERLOCK MECHANISM
The interlock mechanism is installed in the lower part of FR22A and blocks the
latching shaft after a short movement of the door in the open direction. It
makes sure you cannot close the latching and locking handles when the door is
in any open position. Thus, the proximity switch at the locking handle cannot
move to the target ’NEAR’ position (door closed signal).
The lever is installed in the lower part of the frame adjacent to the latching
hook. The rod connects the lever to a bellcrank which is installed in the fork
end of the frame below the latching shaft. The catch is installed on the bell-
crank. It locates on a cam which is machined into the shaft lever on the latching
shaft. The spring is installed between the bellcrank and a fitting on the frame.
(6) Switch Mechanism (Ref. Fig. 013)
SWITCH MECHANISM
The switch mechanism is installed at the end of the locking mechanism.
The link assembly is installed between the locking
shaft and the cam shaft. A shaft lever connects one end of the linkassembly to
the locking shaft. The other end is attached to the double lever on the cam
shaft.
The link assembly transmits the movement of the locking shaft to the target
lever and the cam shaft. The related target moves to or away from a proximity
sensor which is installed in the door frame of the fuselage.
The spring unit is installed between the double lever and the end of the locking
shaft. The spring unit holds the switch mechanism (and thus the locking mech-
anism) in the locked or unlocked position.
A sequence cam (which engages with the end of the latching shaft) is also
installed on the crank shaft. It prevents the return movement of the locking
handle when the latching handle is in the unlocked position.
FRA US–T gb 04.02.1998 Page: 70

DOORS A330/A340
CARGO
52–30
INTERLOCK MECHANISM SWITCH MECHANISM
C
C
LATCHING SHAFT
PROXIMITY
SENSOR
ACTUATING LEVER DOOR FRAME

FUSELAGE
DOOR BEAM 5 LOCKING SHAFT
Figure 36 Interlock– / Switch Mechanism

FRA US–T gb 04.02.1998 Page: 71
DOORS A330/A340
CARGO
52–30
CARGO DOOR OPERATION WITH ELECTRIC PWR.

Cargo Door Operation : OPENING Cargo Operation : CLOSING
TASK: 52–30–00–010–801 TASK:52–30–00–410–801
1. pull out the LOCKING HANDLE to unlock the LATCH HOOKS 1. make sure that all Door Sill Latches are in the upright / cargo locking posi
Observe : tion.
S the red CABIN PRESS light does not flush,stop door opening if the light is 2. turn the DOOR OPERATION CONTROL LEVER from STOP to CLOSE
flushing! position and hold.
S the red UNLATCH INDICATOR FLAGS are in view Observe :
S the door warning on the ECAM is amber S the Yellow Hyd. Syst. Electric Pump starts operating
2. unlock and pull out the LATCHING HANLE S the Door Actuator unlocks and stars to close the door
Observe: S the Green door open INDICATOR LIGHT goes off
S the door opens by its own weight 3. when the door has reached the closed position, set the DOOR OPERATING
HANDLE back to STOP.
3. get access and turn the DOOR OPERATION LEVER from STOP to
DOOR OPEN and hold. 4. operate the LATCHING HANDLE in the latched/stowed position
Observe : 5. observe that the Electric Pump stops
S the Yellow Hyd Syst. Electric Pump starts 6. operate the LOCKING HANDLE in the flush position.
S the door hydraulic actuator moves the door in the fully open position. Check.
S the Green INDICATOR LIGHT comes on, when the door cylinder is locked S that all DOOR UNLOCKED INDICATOR FLAGS are retracted
in the fully open position. S the Cargo Door Indication on the ECAM is Green.
4. set the DOOR OPERATION LEVER back to STOP
Observe :
S that the Electric Pump stops after 10 seconds CARGO DOOR MANUAL OPERATION
TASK: 52–30–00–010–802
NOTE: the Red CABIIN PRESS Light flushes, when the cabin presssure is The procedure is the same as descript for cargo door operation with electric
higher than ambient pressure, the Engines 2 and 3 are stopped and the LOCK- power.
ING HANLE is moved to the Unlock Position. Because the Yellow Hyd.Syst. Elctric Pump does not work a second person is
needed to operate the HAND PUMP locoted in the YELLOW Hydraulic System
Service Panel.
NOTE: if the YELLOW Electric Pump or the electrical door control system is
failed, the CB 1MJ on the 5002VE CARGO DOOR CONTRL
Location C 03 must be pulled.
FRA US–T gb 06.02.1998 Page: 72

DOORS A330/A340
CARGO
52–30
LOCKING HANDLE
Figure 37 Cargo Door Controls

FRA US–T gb 06.02.1998 Page: 73
DOORS A330/A340
CARGO
52–30
HYDRAULIC OPERATION
The carge doors are hydraulically operated using the yellow hydraulic system.
They can be operated either by use of the yellow electrical pump (normal op-
eration) or the hand pump (manual operation)
With electrical power available the Electrical Selector Valve is energized to port
the hydraulic pressure from theYellow Electric Pump to the Manual Selector
Valve.
If electrical power is not available the Electrical Selector Valve is deenergized
to port the hydraulic pressure from the Hand Pump to the Manual Selector
Valve.
Turning the DOOR OPERATION LEVER from its –STOP– position,the Manual
Selector Valve,ports hydraulic pressure to the Door Actuator which opens or
closes the Cargo Door.
FRA US–T gb 06.02.1998 Page: 74

DOORS A330/A340
CARGO
52–30
SCHOWN ENERGIZED
S
F52D101
Figure 38 Hydraulic Operation

FRA US–T gb 06.02.1998 Page: 75
DOORS A330/A340
CARGO DOORS
52–30
CARGO DOOR HOLD OPEN STRUTS

DOOR HOLDOPEN STRUT INSTALLATION
Door holdopen struts can be installed on both sides of a cargo door used for
maintenance purposes.
The struts can be installed in door full open position and are adjustable in
lenghth.
The same struts can be used in the door partially open postition.
FRA US_T gb 10.02.1998 Page: 76

DOORS A330/A340
CARGO DOORS
52–30
PIP–PIN
DOOR STRUT DOOR FULLY OPEN DOOR PARTIALLY OPEN
B
JAM NUT SPINDLE–NUT
PIP–PIN
Figure 39 Door Strut Installation

FRA US_T gb 10.02.1998 Page: 77
DOORS A330/A340
CARGO DOORS
52–30
CARGO DOOR ACTUATOR MAINT. LOCK

While working in the cargo door area with the cargo door open,you have to
install the actuator safety lock.
FRA US_T gb 10.02.1998 Page: 78

DOORS A330/A340
CARGO DOORS
52–30

OF CARGO DOOR
PISTON OF DOOR ACTUATOR

SAFETY LOCK
KNURLED SCREW
Figure 40 Cargo Door Actuator Safety Lock

FRA US_T gb 10.02.1998 Page: 79
DOORS A330/A340
CARGO DOORS
52–30
CARGO DOOR OPERATION

Normal opening procedure 2500MJ and the manual selector valve to the door actuator.
Before you operate the door hydraulic system, make sure that the FWD (AFT) The fluid pressurizes the extension side (port A) of the door actuator first. A
cargo–compartment door is unlocked and unlatched. blocking piston in the manual selector valve lifts when the pressure reaches 20
To operate the door hydraulic system, set the operation lever on the control bar (290.0754 psi). You can then fully turn the operation lever to the CLOSE
panel to the OPEN position and hold it. This moves the manual selector valve position.
2501MJ (2503MJ) to the extension mode. An internal proximity sensor sends a The manual selector valve is then in the retraction mode and pressurizes the
signal to the Proximity Switch Control Unit (PSCU) which monitors the signal door actuator on the retraction side (port B). The hydraulic fluid releases the
and gives an output signal to the hydraulic pump relay. The relay energizes the mechanically locked door actuator and retracts it. Then the cargo compartment
solonoid of the selector valve (2500MJ) and the hydraulic pump of the Yellow door closes and the green indicator light on the control panel goes off.
hydraulic system which supplies the door hydraulic system with hydraulic fluid. During this procedure the operation lever on the control panel must remain in
The fluid flows through the selector valve 2500MJ and a filter in the manual the CLOSE position. When the operation lever is in the STOP position and the
selector valve 2502MJ (2504MJ) to the door actuator. The door actuator ex- cargo compartment door is not closed:
tends to open the cargo compartment door outwards. – the electrical circuit of the door control system is interrupted,
During this procedure, the operation lever on the control panel must remain in – the manual selector valve is in the neutral mode,
the OPEN position. When the operation lever is in the STOP position and the – the electrical pump stops the hydraulic supply,
cargo compartment door is not fully opened: – the cargo compartment door stops and remains in this position.
– the electrical circuit of the door control system is interrupted,
– the manual selector valve 2501MJ (2503MJ) is in the neutral mode,
NOTE : The electrical pump stays energized for 10 seconds after you return
– the electrical pump 1JJ stops the hydraulic supply,
the selector to STOP.
– the cargo compartment door stops and remains in this position.
When you close the door from an intermediate position it moves in the open
NOTE : The electrical pump stays energized for 10 seconds after you direction first. When there is sufficient pressure to lift the blocking piston the
return the operation lever to STOP. door will close.
When the cargo compartment door is fully opened, the green indicator Restrictor valves are installed in the ports of both the actuator extension cham-
light 58MJ (59MJ) on the control panel comes on. This light indicates ber and the manual selector–valve return–line. They limit the flow of the hy-
that the door actuator is mechanically locked in its extended position. draulic fluid and thus control the speed of which the door closes.
When the cargo compartment door is fully closed you can release the operation
lever on the control panel.

Normal closing procedure Because of the internal leakage and the door weight it may occur that the
Before you operate the door hydraulic system make sure that the door sill cargo compartment door opens again. To prevent this you must latch and lock
latches (of the cargo loading system) are lifted. the door within a period of one minute.
You can then turn the operation lever on the control panel towards the
CLOSE position.
NOTE : The CLOSE position is not fully reached at this time.
The manual selector valve is now in the interim mode and completes the circuit
of the electrical control system. The electrical pump then supplies the door hy-
draulic system with hydraulic fluid. The fluid flows through the selector valve
FRA US–T gb 06.02.1998 Page: 80

DOORS A330/A340
CARGO DOORS
52–30
DOOR ACTUATOR 2502 MJ

(FWD CARGO DOOR)
AFT DOOR MANUAL SELECTOR
VALVE 2501 MJ
DOUBLE CHECK
VALVE DOOR OPERATION
LEVER
HANDPUMP
7155 JE ELECTRIC SPRING LOADED CLOSE OPEN
SELECTOR BLOCKING PISTON
VALVE
2500 MJ
AFT DOOR
HSMU
YELLOW HYDRAULIC YELLOW ELEC

RESERVOIR 7000 JM PUMP 1 JJ
Figure 41 Door Hydraulic System Schematic

FRA US–T gb 06.02.1998 Page: 81
DOORS A330/A340
CARGO DOORS
52–30
CARGO DOOR HYD. COMPONENTS
Manual Selector Valve

The manual selector valve 2501MJ (2503MJ) is installed behind the control
panel and controls the operation of the cargo compartment door. This valve
has an extension mode, a neutral mode, an interim mode and a retraction
mode.
The extension mode makes sure that the hydraulic fluid can flow through the
valve to extend the door actuator. In the neutral mode, the hydraulic fluid can
not flow through the valve.
The interim mode is a safety mode. It pressurizes first the extension side (port
A) of the door actuator. This prevents a sudden movement of the cargo
compartment door to a lower position when it starts to close. When the pres-
sure is sufficient, the valve can move in the retraction mode. The hydraulic fluid
then flows through the valve to pressurize the doo actuator on the retraction
side (port B).
Two thermal relief valves are installed in the manual selector valve. If there is
an increase in temperature, they allow the excess pressure back into the return
system. This stops a pressure build–up in the actuator chamber.
A filter screen is installed in the pressure inlet of the valve to prevent contami-
nation of the valve mechanism.
There is a proximity sensor which controls the operation of the selector valve
2500MJ and the electrical pump 1JJ.
The proximity sensor also stops the function of the flight controls (on the Yellow
system only) when you use the Yellow electrical pump to open or close the
door.

DOORS A330/A340
CARGO DOORS
52–30
Figure 42 Manual Selector Valve

DOORS A330/A340
CARGO DOORS
52–30
Selector Valve 2500MJ

(2) Retraction Mode
The selector valve 2500MJ is installed on the Yellow hyd. panel. It controls the
When hydraulic fluid flows through port B of the door actuator, the piston re-
normal and the manual mode of the door hydraulic system.
tracts. If the door actuator is in the extended and locked position, the hydraulic
The valve housing includes:
fluid operates the locking piston against the spring. This moves the pawls away
– a solenoid–operated control valve,
from the internal lock and releases the mechanical lock.
– a hydraulically–operated main valve,
Simultaneously, the lever lowers the pin which releases the ball of the micro-
– a leakage restrictor.
switch. The signal to the indicator light is then stopped.
When the solenoid is energized, it moves the control valve which lets the hy-
For safety reasons (e.g. in case of supply pipe rupture) a restrictor check valve
draulic fluid operate the main valve. The hydraulic pressure moves the main
6335MJ (6336MJ) is installed in the extension port B of the actuator. This pre-
valve so that the hydraulic fluid can flow to pressurize the door hydraulic sys-
vents any free fall of the door when it is hydraulically unlocked.
tem (normal mode).
When no electrical power is available the leakage restrictor automatically vents
the door hydraulic system and you can use the hand pump (manual mode).
Door Actuator
One door actuator is installed at the top of each cargo compartment door. The
cylinder end of the actuator is attached to the fuselage structure, the piston end
is attached to the door.
The door actuator is used to extend and retract the cargo compartment door.
Its function is controlled with the manual selector valve.
(1) Extension Mode
When hydraulic fluid flows through port A of the door actuator, the piston of the
actuator extends. When the piston is fully extended, the pawls on the piston
end move around an internal lock. The pawls then press the locking piston
against the spring of the locking cylinder.
When the hydraulic pressure to port A is shut off, the spring pressure operates
the locking piston. The locking piston moves a small distance against the pawls
and presses them against the internal lock. Thus, the door actuator is mechani-
cally locked in its extended position.
As the door actuator locks, the pawls operate a lever which is attached to the
sleeve assembly. The lever lifts up a spring–loaded pin which pushes in the ball
of a microswitch.
The microswitch sends a signal to the indicator light 58MJ (59MJ) on the con-
trol panel which then comes on.

DOORS A330/A340
CARGO DOORS
52–30
Figure 43 Cargo Door El Sel.Valve / Actuator

DOORS A330/A340
CARGO DOORS
52–30
HAND PUMP
FIN : 7155 JE
ZONE : 196
COMPONENT DESCRIPTION
The hand pump is of the double acting type.
It is equipped with a pressure relief valve to prevent too high pressure during
normal operation.
NOTE : the lever is stowed in the green hydraulic ground service panel.

DOORS A330/A340
CARGO DOORS
52–30
F52D801
Figure 44 Hand Pump

DOORS A330/A340
CARGO
52–30
CARGO DOOR ELECTRIC / HYDRAULIC

CARGO DOOR ELECTRICAL CONTROL SYSTEM
This system controls the hydraulic opening and closing procedure of the FWD
and AFT cargo–compartment doors. Each door control has a separate electri-
cal circuit, but they have the same elec./man. selector valve and hydraulic
pump. A control panel is installed in the lower part of the fuselage near the
opening of each door.
The control panel has a manual selector valve and a green indicator light. The
selector valve controls the operation of the elec./man. selector valve and the
hydraulic pump.
It is possible to operate both doors at the same time.The PSCU contains the
logic of the cargo–compartment door opening and closing procedure.
For Cargo Door Operation, the

S the Latching Shaft Proximity Sensor must signal DOOR UNLATCHED
S the Door Sill Latches must be in the LATCHED position.
Moving the Manual Selector from its neutral position using the DOOR OPERA-
TION HANDLE the Target of the Manual Selector Valve Proximity Senser is
moved away.This Signal is used by the PSCU to energize the solenoid of the
Electrical Selector Valve,and to start theYellow Electric Pump.
The Yellow System Leak Measurement Isolation Valve is automatically con-
trolled shut.
The Yellow System Motor Valveblock of the Flap Power Control Unit is latched
in off, this prevents any movement of the flight controls during cargo door op-
erations.
The Green Indicator Light comes on,when the Door Actuator is in the fully ex-
tended position ( Door fully Open ).

This Switch is also used as arming signal for the cargo loading system opera-
tion.
FRA US–T gb 06.02.1998 Page: 88

DOORS A330/A340
CARGO
52–30
YELLOW ELEC.PUMP
HSMU
YELLOW SYSTEM
LEAK MEASUREMT.
VALVE
SFCC#1
Figure 45 Electrical Door Control Schematic

FRA US–T gb 06.02.1998 Page: 89
DOORS A330/A340
DOORS INDICATION AND WARNING
52–70
52–70 DOOR INDICATION /WARNING

PASSENGER AND CREW DOOR DSCS
– The ”SLIDE ARMED” light comes on steady on the door.
S DISARMED LOCKED
GENERAL
– The word ”SLIDE” disappears.
Each passenger/crew door has three proximity sensors which are part of:
– The door symbol is green.
– the door indicating and warning system,
S DISARMED NOT LOCKED
– the escape slide indicating and warning system,
– The door symbol is amber.
– the residual cabin pressure detection and indicating system.
– The slide indication is replaced by an amber dashed line.
DOOR INDICATING AND WARNING

RESIDUAL CABIN PRESSURE
S PRINCIPLE
The red flashing light indicates an excessive residual cabin pressure.
The locking shaft and door frame proximity sensors provide door condition
indication on the door ECAM page via the PSCU. The red light flashes after 10 sec. if : eng 2 and 3 not running, escape slide dis-
armed and residual cabin pressure greater than 2.5 mbars (0.0362 psi).
LOCKED
– When the door is locked, the proximity sensors are NEAR, and the door
symbol is green on the door ECAM page.
S NOT LOCKED
– As soon as the proximity sensors are FAR, the door indication is amber
on the ECAM page.
ESCAPE SLIDE INDICATING AND WARNING

S PRINCIPLE
The locking shaft and the arming lever proximity sensors provide an escape
slide condition indication on the door ECAM page and on the door itself via
the PSCU.
S ARMED LOCKED
– The white word ”SLIDE” appears on the ECAM page.
– The door symbol is green.
S ARMED NOT LOCKED
– The word ”SLIDE” appears on the ECAM page.
– The door symbol is amber.

DOORS A330/A340
52–70
F52G701
Figure 46 Passenger / Crew Door DSCS

DOORS A330/A340
DOOR WARNING
52–70
CARGO DOOR DSCS

GENERAL RESIDUAL PRESSURE
The forward and the aft cargo doors have three similar proximity sensors which – The red flashing light indicates an excessive residual cabin pressure.
are part of : – It is visible only if the locking handle is opened.
– the door indicating and warning system, – The red light flashes after 10 sec. if : engines 2 and 3 are not running,
– the residual cabin pressure detection and indicating system, residual cabin pressure greater than 0.0362 psi (0.0025 bar), and the
– the cargo door electrical control system. locking shaft prox. sensor is FAR.
DOOR INDICATING AND WARNING SYSTEM ELECTRICAL CONTROL SYSTEM

S PRINCIPLE S ENABLE LOGIC
– The locking handle and the locking shaft proximity sensors provide the – The open and close operations follow the same principle ; the manual
door condition indication on the ECAM via the PSCU. selector valve is supplied when :
S the latching shaft proximity sensor is FAR,
S LOCKED S the sill latches are up,
– When the door is latched and locked, both proximity sensors are NEAR. S the electro–manual selector valve is on the normal
S position.
S NOT LOCKED
– As soon as one of the two proximity sensors is FAR, the door is indi- S CONTROL
cated unlocked on the ECAM page. – When the manual selector valve is operated, the integrated proximity
sensor sends a signal to the PSCU to open the electro–manual selector
valve.
S FULLY OPENED
– When the door reaches the fully opened position, the door actuator
switch illuminates the indicator light fitted in the manual selector recess. S COMMAND
– The integrated proximity sensor also sends a signal to the Hydraulic Sys-
tem Monitoring Unit to :
S close the yellow leak measurement valve,
S inhibit PTU and flap operation,
S start the yellow electric pump.
FRA US–T gb 06.02.1998 Page: 92

DOORS A330/A340
DOOR WARNING
52–70
F52G701
Figure 47 Fwd and Aft Cargo Doors DSCS

FRA US–T gb 06.02.1998 Page: 93
DOORS A330/A340
DOOR WARNING
52–70
BULK CARGO AND AVIONICS FLOOR DOORS DSCS

DESCRIPTION/OPERATION
BULK CARGO DOOR
Two proximity sensors control the door warning function of the bulk cargo door.
The sensors are installed on either side of the door frame on the fuselage.
The sensors are also used to prevent pressurization if the door is not fully
closed or one sensor is defective.
AVIONICS FLOOR DOOR

The avionics floor door uses a single sensor for the door warning function. It is
installed in the door frame on the fuselage.
FRA US–T gb 06.02.1998 Page: 94

DOORS A330/A340
DOOR WARNING
52–70
F52G901
Figure 48 Bulk Cargo and Avionics Floor Doors DSCS

FRA US–T gb 06.02.1998 Page: 95
DOORS A330/A340
PROXIMITY SWITCH COMPENSATION
52-71

DESCRIPTION 6. On the panel 721VU and 722VU open the circuit breaker 3MJ and 2MJ.
On some aircraft it possible to compensate a failed door sensor to dispatch 7. Swap the sensor plug 5260VC–A of the compensation sensor 110MJ with
the aircraft according to the MEL without any delay. the failed sensor plug on the compensation panel.
The faulty sensor must be isolated and the jumpercable from the compesation 8. Close the related door.
prox switch must be set to the sensor receptacle. 9. On the panel 721VU and 722VU close the circuit breaker 3MJ and 2MJ.
Procedure to compensate a failed proximity switch 10.Do a final operational check.
NOTE: For this check you nead a second person.
4. Close the related door and do a check of the mechanical door locking indi-
cation.
S On the passenger crew door and the emergency exit door the locking indi- NOTE: In case of exeeding the given time limitation of 10 sec. the whole deac-
cation is shown LOCKED; the lining of the locking hooks is in line with the tivation procedure must be repeated.
door lining and not disengaged at one side. S Person 1: Open and close the concerned door within 10 sec.
S On the FWD or AFT cargo compartment door the locking indication flags S Person 2: Check on the ECAM–SD DOOR/OXY page that the indication
are flush with the skin; the outer door handle is flush with the skin. change from close (green) to open (amber) and back to close (green) of the
S On the bulk cargo compartment door, the outer door handle is flush with the concerned door.
skin. 11. Do a check of the mechanical door locking indication.
5. Open the related door and do a check of the mechanical door locking indi- NOTE: If the door on which the dummy is connected is opened, the whole
cation: deactivation procedure must be repeated.
S On the passenger crew door and the emergency exit door:
– the locking indication is shown UNLOCKED (red);
– do a functionality/integrety check of the upper door locking hooks;
– do a visual check of the frame side fittings.
S On the FWD or AFT cargo compartment door:
– Open the outer handle of the concerned cargo door.
NOTE: For the visual check, move the door handle to open position but
do not open the door fully;
– the locking indication flags are visible;
– do a visual check of the door latching hooks and the eccentric bolts.
S On the bulk cargo compartment door:
– Open the bulk cargo compartment door;
– the outer door handle is open, do a visual position check of the frame
side fittings and a functionality/integrity check of the barrel lock.
FRA US–T 06.02.1998 Page: 96

DOORS A330/A340
52-71
Figure 49 Proximity Switch Compensation Panel

FRA US–T 06.02.1998 Page: 97
DOORS A330/A340
52–70
doors.is is shown in amber on the system door page. The ECAM system also
causes an aural warning to be heard in the cockpit.
DOOR INDICATION SYSTEM DESCRIPTION (b) The PSCU sends a redundant signal (all doors fully closed and locked) to
each pressure controller. If a door is open or in case of a door failure (electrical
GENERAL or mechanical), it is impossible to pressurize the aircraft.
The door indication system consists of : The doors related to this function are:
S a Proximity Switch Control Unit ( PSCU ) installed in the 800VU in the – the passenger/crew doors,
avionics compartment – the emergency exits,
– the FWD and AFT cargocompartment door
S Proximity senors which transmit data informations used for the Door – /Slide
– the BULK cargo–compartment door.
Condition indications.
(c) The PSCU also sends a discrete signal to the Cargo Loading System (CLS)
and to the Fire Extinguishing System (FES) of the LD–MCR.
The Proximity Switch Control Unit receives the Door– / Slide condition datas.It This signal gives data related to the position of the LD–MCR
sends this informations to the SDAC’s. hatches.
From the SDAC’s Door and Slide conditions and warnigs are transmitted to the If one or both of the hatches are open the power to the last row of drive units in
ECAM and to the CIDS for display on the FAP. theAft Cargo compartment is diabled.
The System status is transmitted to the CMC . Both hatches must be closed before you can operate the fire extinguishers in
the LD–MCR.
The Door status is also transmitted to the Cabin Pressure controllers. If a door
is not detected in the closed and locked position on ground, with the engines
running, the pack valves will be controlled and latched shut.
SYSTEM DESCRIPTION
(a) The two proximity cards of the PSCU control all of the connected sensors
which have a door monitoring function. The sensors detect the target status
and send the related data through the proximity cards to both control channels
of the PSCU.
The control channels compute the OPEN/CLOSED status of each door with
respect to the related sensors. The data is then sent to the SDAC 1 and the
SDAC 2. In case of faults etc., maintenance data is sent to the CMC 1 and the
CMC 2.
When all doors are closed and locked, the PSCU identifies the target status as
NEAR. If a door is open (or in case of a sensor failure) the PSCU will identify
the target status as FAR.
The initial movement of a door handle (from the inside or from the outside of
the aircraft) operates the proximity sensors. The PSCU makes an analysis of
the sensors and identifies the position of the doors. This data is transmitted to
the SDAC and then to the ECAM system which gives the necessary warnings/
cautions in the cockpit.
The ECAM system display can show the OPEN/CLOSED position of the
FRA US–T gb 06.02.1998 Page: 98

DOORS A330/A340
52–70
ECAM FAP
SDAC #1 CIDS#1
SDAC #2 CIDS#1
CMC#1
CMC#2
Figure 50 Door Monitoring System

FRA US–T gb 06.02.1998 Page: 99
DOORS A330/A340
DOOR WARNING
52–70
ESCAPE SLIDE INDICATING AND WARNING SYSTEM

The escape–slide release–warning system monitors the ARMED/DISARMED
status of the emergency escape slides.
Two proximity sensors on each passenger/crew door and each emergency
exit are used for the escape–slide warning function. One is installed on the
control handle of each emergency escape slide. The other is installed on the
locking shaft and is the same as that which is used for the door monitoring
function.
When the escape slides are armed, the initial movement of the door inner han-
dle operates a white indicator light.
The status of the slides is also shown on the ECAM system display.
(1) When the control handle of an escape slide is in the ARMED position, the
related target status is FAR. When the control handle is in the DISARMED
position, the target status is NEAR.
The NEAR signal is also used for the residual–pressure warning function.
The PSCU makes an analysis of the sensors and identifies the condition of
the related escape slides.
The data are transmitted to the SDAC1 and SDAC2 and, maintenance data, if
necessary (in case of faults etc.) to the CMC1 and CMC2.
The data are then sent to the ECAM system, which gives the necessary warn-
ings in the cockpit. The ECAM system display can show the ARMED/DIS-
ARMED condition of all the escape slides. The ECAM system can also show
this information when no warnings are necessary.
The ARMED/DISARMED position of the escape–slide control handle is also
visible on the inside of each door.
(2) The initial movement of the door inner handle operates the proximity sen-
sor on the locking shaft.
The PSCU identifies its target status together with the target status of the es-
cape–slide control handle. If the escape slide is ARMED when the inner han-
dle is moved, the PSCU causes a white indicator light (at the door) to come
on. If the escape slide is DISARMED, the indicator light does not come on.

DOORS A330/A340
DOOR WARNING
52–70
ECAM
Figure 51 Escape Slide Indicating and Warning System

DOORS A330/A340
DOOR WARNING
52–70
CABIN PRESSURE WARNING SYSTEM

The residual–pressure warning system monitors the presence of residual cabin
pressure. A pressure switch which measures the residual cabin pressure is
installed in Zone 120.
A membrane causes the activation of the switch when the residual differential
pressure is more than 0.002 +0.001 –0.0 bar (0.0290 +0.0145 –0.0000 psi). It
shows this in the cabin and in the FWD and AFT cargo compartments. The
necessary warning (a red flashing indicator light) is given at: – each passenger/
crew door, – each emergency exit, – the FWD and AFT cargo–compartment
doors.
Each passenger/crew door and each emergency exit have a red indicator light
which is installed in the door window. The light flashes and you can see it from
the inside and from the outside of the aircraft. The FWD and AFT cargo–
compartment doors have a red indicator light which is installed behind the lock-
ing handle.
C. Residual–Pressure Warning System All data related to the residual–pres-
sure warning system are sent to the PSCU. The logic card monitors the data
and sends a signal to the ARINC 429 output which gives the necessary warn-
ings.
(1) Cabin Residual Pressure
If residual pressure exists in the cabin a warning is given at the passenger/
crew doors and emergency exits. The warning is a red indicator light which
flashes when:
– the escape slide is DISARMED,
– engine No.2 and engine No.3 are off,
– the residual differential pressure is more than 0.002 +0.001 –0.0 bar.
(2) Cargo Compartment Residual–Pressure
If residual pressure exists in the FWD or AFT cargo compartment a warning is

given at the related door. The warning is a red indicator light which flashes
when: – the locking handle is fully open,
– engine No.2 and engine No.3 are off,
– the residual differential pressure is more than 0.002 +0.001 –0.0 bar.

DOORS A330/A340
DOOR WARNING
52–70
Figure 52 Cabin Pressure Warning System

DOORS A330/A340
DOORS INDICATION AND WARNINGS
52–70
DOOR WARNING SYSTEM COMPONENTS

PROXIMITY SWITCH CONTROL UNIT
The Proximity Switch Control Unit is the primary component of the DSCS.
It is supplied either by two 28 VDC bus bars or by the Autonomous Standby
Power Supply Unit when the aircraft electrical power is not available.
The PSCU consists of :
– two identical proximity interface cards,
– two identical control cards,
– one power supply card,
– one output driver card.
PRESSURE SWITCH
The pressure switch measures the differential pressure between the cabin and
the outside.
A membrane causes the activation of the switch when the ∆ P is greater than :
0.0025 bars (0.0362 psi).
The external pressure is picked up on the standby static line.
ENGINE LO OILPRESSURE SWITCHES

The inboard engine lo oilpressure switches deliver engine running / not running
signals to the PSCU. This information is used for the door CABIN PRESSURE
warning lights.
FRA US–T gb 06.02.1998 Page: 104

DOORS A330/A340
52–70
Figure 53 Proximity Switch Control Unit

FRA US–T gb 06.02.1998 Page: 105
DOORS A330/A340
52–70
SLIDE ARMING HANLE SENSOR
This sensor has functions to:
S illuminate the SLIDE ARMED light, when the cabin door locking handle is
lifted to unlock the door and the Arming Handle is in the ARMED (FLIGHT )
position.
S iluminate the red CABIN PRESSURE warning light, when the Arming Lever
is moved to DISARM (PARK ) position.
LOCKING SHAFT SENSOR

The locking shaft sensor supplies door indication– and door warning SLIDE
ARMED informations to the PSCU.
CARGO DOOR LOCKING HANLE SENSOR

This sensor signals are used for door indication and CABIN PRESSURE warn-
ing indication.
FRA US–T gb 06.02.1998 Page: 106

DOORS A330/A340
52–70
CABIN DOOR
CARGO DOOR
LOCKING HANDLE SENSOR
ARMING HANDLE SENSOR

DOOR LOCKED SENSOR
Figure 54 Proximity Sensors Cabin– / Cargo Door

FRA US–T gb 06.02.1998 Page: 107
DOORS A330/A340
WARNING / TEST
52–71
ASPSU TESTS
SYSTEM BITE FUNCTION OF THE ASPSU SYSTEM TEST
The ASPSU has a Built–In Test Equipment (BITE) which permits a system test The system test checks for faults on the unit, the aircraft DC power supply, the
and a battery capacity test. For these tests the ASPSU has a test panel with outputs, battery 1 and battery 2. You can do the system test from:
two Push Buttons (P/B’s) and a Light Emitting Diode (LED) display. – the ASPSU’s test panel,
The ASPSU also has an RS232 interface to the Decoder/Encoder Unit type B – the MCDU through CIDS.
(DEU B) of the Cabin Intercommunication Data System (CIDS).
This lets the CIDS have access to the BITE function of the ASPSU for the sys- SYSTEM TEST FROM THE ASPSU
tem test only. The results of the test are shown on a Multipurpose Control/Dis- To start the test you push the TEST P/B (all of the LED’s come on). The sys-
play Unit (MCDU). tem test is completed in a time of approximately 10 seconds. The results are
shown on the related UNIT, 28VDC, OUTPUT, BATT 1 and BATT 2 LED’s (OK
BATTERY CAPACITY TEST or FAULT). The result is visible until the test is automatically stopped after a
The battery capacity test can check if the capacity of both batteries time of approximately 1 minute.
(BATT 1 and BATT 2) is sufficient to supply the required 28 V DC for a
time period of more than 30 minutes. This includes a complete discharge
of the batteries (down to 5.2 V) using the internal resistors. During the dis-
charge, the condition of the batteries is continuously checked.
To keep the test time to a minimum (approx. 3 hrs.) the ASPSU uses the
rapid charge mode to re–charge the batteries.
To start the test you push the TEST P/B together with the MAINT CYCLE
P/B (the four battery LED’s come on). When the test is completed the
result is shown on the related BATT 1 and BATT 2 LED’s (OK or FAULT).
The result is visible until the test is ended.
To end the test you push the TEST P/B, the MAINT CYCLE P/B or both.
The test will also end if you take out at least one of the batteries.
If there is a loss of 28 V DC power the test will stop. This can occur up to three
times, each time for a maximum of 5 minutes.
The test will be cancelled if:
– a fourth stoppage occurs,

– a stoppage is more than 5 minutes,
– at least one of the batteries is removed,
– the ASPSU emergency power is necessary.
FRA US–T gb 06.02.1998 Page: 108

DOORS A330/A340
WARNING / TEST
52–71
Figure 55 ASPSU BITE Test

FRA US–T gb 06.02.1998 Page: 109
DOORS A330/A340
WARNING / TEST
52–71
SYSTEM TEST THROUGH CIDS

Before you can start the ASPSU system test you must get access to the CIDS
system tests menu on the MCDU:
– push the <CMS line key (WAIT FOR SYSTEM RESPONSE is shown, then
the maintenance menu is shown),
– push the <SYSTEM REPORT/TEST line key (the SYSTEM REPORT/TEST
1/6 menu is shown), push the next page key on the MCDU keyboard to get the
SYSTEM REPORT/TEST 2/6 menu,
– push the CABIN> line key (the SYSTEM REPORT/TEST 1/1 – com:cabin
– is shown),
– push the <CIDS 1 or CIDS 2> line key (the CIDS SYSTEM TESTS menu
is shown).
If you push the <ASPSU SYS TEST line key, the CIDS transmits the
’Start System Test’ data to the ASPSU. The MCDU shows the TEST IN
PROGRESS message and then the TEST OK message if there are no
faults.
If there is a fault the MCDU shows:
– the ATA number related to the fault,
– the functional designation,
– the FIN of the component (ASPSU 101MJ),
– the class of fault.
The MCDU can show a maximum of two faults at a time. If there are
more faults, you must push the next page key on the MCDU keyboard.
The fault data is stored in the CIDS Directors BITE memory.
If the ASPSU cannot start the system test the MCDU shows:
– BATTERY CAPACITY TEST IN PROGRESS if the manually activated BAT
CAP test is in progress,
– BAT IN CHARGE/ASPSU (101MJ) if the batteries are in a charge
mode.
FRA US–T gb 06.02.1998 Page: 110

DOORS A330/A340
WARNING / TEST
52–71
Figure 56 ASPSU CMC BITE Test

FRA US–T gb 06.02.1998 Page: 111
DOORS A330/A340
DOOR WARNING
52–70
PROXIMITY SWITCH CONTROL UNIT

Proximity Switch Control Unit (PSCU)
The PSCU is a computer and is the primary component of the DSCS. It con-
trols all the connected sensors, mechanical limit switches and all other inputs
related to the DSCS.
The PSCU is supplied by two 28 V DC power buses. In the case of a power
failure on the primary busbar, the PSCU switches automatically to the other
power bus.
The PSCU has:
– two identical proximity interface cards (Prox Interface Card 1 and 2),
– two identical control cards (Channel 1 and 2),
– one power supply card,
– one output driver card (Driver Card).
Each sensor is connected to one of the proximity interface cards which identi-
fies its related target status (NEAR/FAR). It electrically measures the magnetic
field of the sensor and transmits the result to both PSCUchannels.
Each PSCU channel has its own:
– reset and watchdog circuit,
– ARINC 429 transmitter,
– ARINC 429 receiver,
– RS 232 interface for shop maintenance,
– processor and memory,
– cross channel interface (to communicate with the other channel),
– discrete input circuitry,
– BITE hardware and software.
The PSCU can communicate with the CMC and the SDAC through
ARINC429databus links. Channel 1 is connected to the SDAC 1, SDAC 2,
CMC 1 and the CMC 2. Channel 2 is connected to the SDAC 1 and the SDAC
The ARINC 429 input driver of Channel 1 is connected to the CMC 1 and inter-
nally to Channel 2.
If a failure occurs in Channel 1 then Channel 2 will transmit data to the CMC 1
and the CMC 2.
Any failure on one output bus will not effect the operation of the second one.
Information from both channels is transmitted to the driver card which turns the
sourcing or sinking drivers on or off. For this, all drivers of the driver card (ex-
cept the two for the pressure controllers) are wired ’or’.
The two drivers for the pressure controllers are functionally separate,
each channel has its own driver.
FRA US–T gb 06.02.1998 Page: 112

DOORS A330/A340
DOOR WARNING
52–70
Figure 57 PSCU Logic

FRA US–T gb 06.02.1998 Page: 113
DOORS A330/A340
DOOR WARNING
52–70
AUTONOMOUS POWER SUPPLY UNIT can occur up to three times, each time for a maximum of 5 minutes.
The maintenance cycle will be cancelled if:
The ASPSU is a type of rechargeable battery supply which provides 28 V DC – a fourth stoppage occurs,
emergency power to the PSCU in case of: – a stoppage is more than 5 minutes,
– no power is available on the FLT/GND busbar, and – one of the batteries is removed,
– no power is available on the DC bus, and – the ASPSU emergency power is necessary.
– the residual differential pressure is more than 0.002 +0.001 –0.0 bar The batteries can supply 28 V DC to the PSCU for approximately 60 minutes
(0.0290 +0.0145 –0.0000 psi). when no recharging is available.
The ASPSU has two integral battery packs. Each battery pack has five cells A heating device is connected to the battery packs. It makes sure they can
(4Ah) which give a power output of 28 V DC. The batteries supply the PSCU operate correctly in low temperature conditions.
through a DC/DC converter. The ASPSU switches automatically to the integral
batteries when the aircraft DC power voltage decreases or is not available.
You can remove the battery packs from the ASPSU without removing the
ASPSU from its support.
A battery charging device, which is supplied from the aircraft 28 V DC power, is
installed within the ASPSU. In the normal mode, emergy lost by self–discharge
is re–fed to the batteries. This makes sure that the maximum power supply
from the battery packs is available at all times.
In addition to the normal charge mode, a rapid charge mode is possible. This
charges the batteries quickly (each battery takes approximately 30 minutes).
A maintenance cycle procedure makes sure that a fully discharged or a par-

tially discharged battery is recharged before operation. The time duration of the
maintenance cycle (which is always done for both batteries) is approximately 2
hours.
The maitenance cycle starts automatically after:
– each POWER UP,
– the installation of a battery pack,
– the installation of the ASPSU.
When the maintenance cycle starts, the green ’YES’ LED comes on.
If you know that you have installed a fully charged battery pack you can sup-
press the maintenance cycle by pushing the ’MAINT CYCLE’ pushbutton on
the ASPSU. The green ’YES’ LED goes off and the red ’NO’ LED comes on.
You can re–start the maintenance cycle by pushing the ’MAINT CYCLE’ push-
button again. The ’NO’ LED goes off and the ’YES’ LED comes on again.
The suppress (or re–start) function is only possible within the first 5 minutes. If
during this time the maintenance cycle is suppressed and NOT re–started it will
be cancelled. If after the first 5 minutes the maintenance cycle is still active it
will continue to the end.
If there is a loss of 28 V DC power the maintenance cycle will stop. A stoppage
FRA US–T gb 06.02.1998 Page: 114

DOORS A330/A340
DOOR WARNING
52–70
Figure 58 ASPSU
FRA US–T gb 06.02.1998 Page: 115
DOORS A330/A340
DOOR WARNING
52–70
PROXIMITY SENSORS
There are two different types of sensor:
– the rectangular type,
– the circular type.
Each sensor has four main components:
– a housing (made from stainless steel),
– a connector,
– a magnetic assembly (with sensor coil),
– a sensing face cover.
The sensor can detect the NEAR or FAR position of the metal target within a
specified distance. When the target moves into the magnetic field of the sen-
sor, the voltage output of the sensor coil changes. The proximity interface card
in the PSCU identifies the change and gives the related signal to the two chan-
nels. Each sensor of the same type is electrically identical and fully interchang-
able.
FRA US–T gb 06.02.1998 Page: 116

DOORS A330/A340
DOOR WARNING
52–70
Figure 59 Proximity Sensors

FRA US–T gb 06.02.1998 Page: 117
DOORS A330/A340
DOOR WARNING
52–70
PSCU INTERFACES
PROX. SENSORS mechanical), it is impossible to pressurize the aircraft. The doors related to this
The PSCU receives a signal from all the proximity sensors to manage indica- function are:
tions and warnings. – the passenger/crew doors,
– the emergency exits,
SILL LATCHES – the FWD and AFT cargocompartment door
The PSCU prevents the cargo door operation if one or more sill latches are not – the BULK cargo–compartment door.
up.
CARGO LOADING SYSTEM
LGCIU The PSCU also sends a discrete signal to the Cargo Loading System (CLS)
The two LGCIUs send signals to the PSCU for ground or flight mode. and to the Fire Extinguishing System (FES) of the LD–MCR. This signal gives
In flight, the cargo doors electrical control system is inhibited. data related to the position of the LD–MCR hatches.
If one or both of the hatches are open the power to the last row of drive units in
ENGINES theAft Cargo compartment is diabled.
The engine two and three oil low pressure switches send a signal to the PSCU. GROUND
This signal is an initial condition for the residual cabin pressure logic. The PSCU closes a relay when the aircraft is on ground to supply the cargo
PRESS. SWITCH door electrical control system.
The PSCU receives a signal from the cabin pressure switch for the residual WARN LIGHTS
cabin pressure warning. The PSCU supplies the indication lights when the logics are satisfied.
SELECTOR VALVES SDAC
The PSCU supplies the manual selector valve when the aircraft is on ground in Each of the two PSCU channels indicates the door status to System Data Ac-
normal opening mode. quisition Concentrators one and two through ARINC 429 buses for ECAM dis-
It also sends a signal to the electro–manual selector valve when open or close play.
is selected.
CMC
VENT CONTROLLER Central Maintenance Computers one and two receive and send signals to the
The PSCU sends a signal to the ventilation controller to stop the cargo heating PSCU channel 1 for maintenance operations.
when the forward or the bulk cargo door is opened.
SHOP MAINTENANCE
FMGEC Each PSCU chanel is equipped with an RS 232 interface for shop mainte-
The PSCU sends a signal to the Flight Managment Guidance and Envelope nance.
Computer for flight phase information.
CPC
The PSCU sends a redundant signal (all doors fully closed and locked) to each
pressure controller. If a door is open or in case of a door failure (electrical or
FRA US–T gb 06.02.1998 Page: 118

DOORS A330/A340
DOOR WARNING
52–70
Figure 60 PSCU – Interfaces

FRA US–T gb 06.02.1998 Page: 119
DOORS A330/A340
Warning / Test
52–71
Units (LRU) for maintenance and trouble–shooting,
– identify defective components which are Shop Replaceable Units (SRU). All
52–71 SYSTEM BITE fault data are transmitted through the ARINC 429 data bus to the CMC.
BITE Tesnt on the MCDU

DSCS BITE TEST
System Reset – push the <SYSTEM REPORT/TEST line key (the SYSTEM REPORT/TEST
There are two system reset possibilities. menu is shown),
– push the next page key on the MCDU keyboard until the SYSTEM
(1) Power Loss. REPORT/TEST 6/6 menu is shown,
If there is a loss of power to the PSCU for period of more than 5 – push the <ATA 52 DOORS > line key (the PSCU menu is shown),
seconds a system reset (power–up test) will be done. This is only done From the PSCU menu, you can set:
however when the aircraft is on ground.
The power–up test takes approximately 40 seconds and has three phases: (a)– <GND SCANNING,
– phase A (internal test),
– phase B (interface test), If you push the <GND SCANNING line key, the MCDU shows for each
– phase C (analysis of test results). fault that could occur (in real time) as long as this menu is active.
During the power–up test the ECAM SD shows the subsequent indication: If there are no faults, the NO FAULT DETECTED message is shown.
– the door symbols as ’X’ in amber,
– the door message in white, (b) –TEST>
– the slide message as ’XX’ in amber. If you push the TEST> line key, the PSCU causes a complete system
(2) Manual Reset test of the DSCS. The test includes:
You can do a manual reset of the PSCU from the RESET switches 4MJ – the sensors,
(262VU) and 9MJ (261VU) in the cockpit. – the sensor interface card,
You must reset the switches at the same time and keep them in the – the power supply,
reset position for at least 1 second. – the channels,
The manual reset takes approximately 60 seconds. – the output drivers.
During the manual reset the ECAM SD shows the subsequent indication: If the test time is more than one second, the MCDU shows the TEST
– the door symbols as ’X’ in amber, IN PROGRESS.40s message.
– the door message in white, After the test, one of the subsequent is shown:
– the slide message as ’XX’ in amber. – TEST OK (if there are no faults),
– the ATA number, the functional designation and FIN of the
BITE Test component, the class of fault (if there is a fault).
System BITE Function of the PSCU
The PSCU has a Built–In Test Equipment (BITE) in each of its two channels.
The BITE permits in–flight monitoring, on–ground trouble shooting and
continuous self–tests (at power–on). Its functions are to:
– find and indicate faults in redundant circuits,
– find wiring failures in the DSCS,
– identify defective electrical components which are Line Replaceable
FRA US–T gb 06.02.1998 Seite: Page: 120

DOORS A330/A340
Warning / Test
52–71
Figure 61 DSCS BITE Test

FRA US–T gb 06.02.1998 Seite: Page: 121
ICE AND RAIN PROTECTION A330/A340
DOORS HEATING
30–46
ATA 30 ICE AND RAIN

ESCAPE SLIDE LOCKING MECH. ICE PROTECTION
The ice protection system of the escape slide locking mechanism is installed to
prevent ice formation in the locking plates of the locking mechanism.
Electrical heating elements heat the related locking plate automatically when
icing conditiones occur. Eight control units contol and monitor the heating ele-
ments.
FRA US–T gb 06.02.1998 Page: 122

ICE AND RAIN PROTECTION A330/A340
DOORS HEATING
30–46
Figure 62 Ice protection Slide Locking Mechanism

FRA US–T gb 06.02.1998 Page: 123
TABLE OF CONTENTS
ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CARGO DOOR ELECTRIC / HYDRAULIC . . . . . . . . . . . 88
52–70 DOOR INDICATION /WARNING . . . . . . . . . . . . . . . . . . . . . . . 90
DOOR DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
PASSENGER AND CREW DOOR DSCS . . . . . . . . . . . . . 90
52–10 PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 CARGO DOOR DSCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BULK CARGO AND AVIONICS FLOOR DOORS DSCS
DOOR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DESCRIPTION/OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 94
DOOR WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 PROXIMITY SWITCH COMPENSATION . . . . . . . . . . . . . 96
DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DOOR INDICATION SYSTEM DESCRIPTION . . . . . . . . 98
DOOR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ESCAPE SLIDE INDICATING AND WARNING SYSTEM 100
DOOR LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . . 14 CABIN PRESSURE WARNING SYSTEM . . . . . . . . . . . . . 102
EMERGENCY ESCAPE SLIDE RELEASE MECHANISM 18 DOOR WARNING SYSTEM COMPONENTS . . . . . . . . . . 104
PASSENGER/CREW DOOR ADJUSTMENT . . . . . . . . . . 22 ASPSU TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
DOOR LOCKING MECHANISM ADJUSTMENT . . . . . . . 22 PROXIMITY SWITCH CONTROL UNIT . . . . . . . . . . . . . . 112
DOOR ADJUSTMENT IN LONGITUDINAL–AND VERTICAL AUTONOMOUS POWER SUPPLY UNIT . . . . . . . . . . . . . 114
DIRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 PROXIMITY SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
DOOR ADJUSTMENT IN THE LATERAL DIRECTION . . 28 PSCU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
ADJUSTMENT OF THE PROXIMITY SENSORS . . . . . . 36
52–71 SYSTEM BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
DOOR EMERGENCY OPERATION . . . . . . . . . . . . . . . . . . 44
DSCS BITE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
DOOR DAMPER MAINTENANCE . . . . . . . . . . . . . . . . . . . 46
ADJUSTMENT OF PERCUSSION / STOP LEVER . . . . . 48
52–30 CARGO DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ATA 30 ICE AND RAIN . . . . . . . . . . . . . . . . . . . . . . . 122
FWD– AND AFT CARGO COMP. DOORS . . . . . . . . . . . . 50
ESCAPE SLIDE LOCKING MECH. ICE PROTECTION . 122
BULK CARGO COMP. DOOR DESCRIPTION . . . . . . . . . 54
BULK CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
AVIONIC COMPARTMENT DOOR . . . . . . . . . . . . . . . . . . . 58
FWD–/ AFT CARGO DOOR DESCRIPTION . . . . . . . . . . 60
DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
CARGO DOOR OPERATION WITH ELECTRIC PWR. . 72
CARGO DOOR MANUAL OPERATION . . . . . . . . . . . . . . . 72
HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 74
CARGO DOOR HOLD OPEN STRUTS . . . . . . . . . . . . . . . 76
CARGO DOOR ACTUATOR MAINT. LOCK . . . . . . . . . . . 78
CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . 80
CARGO DOOR HYD. COMPONENTS . . . . . . . . . . . . . . . 82
Page: i
TABLE OF FIGURES
Figure 1 Pax– and Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Interlock– / Switch Mechanism . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 Service Doors Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Cargo Door Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Cabin Door Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Hydraulic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 Girt Bar Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Door Strut Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 5 Cabin Door Structure and Pressure Seal . . . . . . . . . . . . . 11 Figure 40 Cargo Door Actuator Safety Lock . . . . . . . . . . . . . . . . . . . 79
Figure 6 Door Support – / –Suspension Mechanism . . . . . . . . . . . . 13 Figure 41 Door Hydraulic System Schematic . . . . . . . . . . . . . . . . . . 81
Figure 7 Lowering Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Manual Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8 Locking Shaft / Switch Mechanism . . . . . . . . . . . . . . . . . . . 17 Figure 43 Cargo Door El Sel.Valve / Actuator . . . . . . . . . . . . . . . . . 85
Figure 9 Emergency Handle / Linkages . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Girt Bar and Quick Release Mechanism . . . . . . . . . . . . . 21 Figure 45 Electrical Door Control Schematic . . . . . . . . . . . . . . . . . . 89
Figure 11 Locking Mechanism Rigging Check . . . . . . . . . . . . . . . . . 23 Figure 46 Passenger / Crew Door DSCS . . . . . . . . . . . . . . . . . . . . . 91
Figure 12 Escape Slide Release Mechanism Rigging Points . . . . 25 Figure 47 Fwd and Aft Cargo Doors DSCS . . . . . . . . . . . . . . . . . . . 93
Figure 13 Door Adjustment in X–,Z–Axis . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Bulk Cargo and Avionics Floor Doors DSCS . . . . . . . . . 95
Figure 14 Door Stop Fitting Adjustment in Y–Axis . . . . . . . . . . . . . 29 Figure 49 Proximity Switch Compensation Panel . . . . . . . . . . . . . . 97
Figure 15 Door Stop Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Door Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 16 Locking Hook – and Locking Mechanism Adjustmt. . . . 33 Figure 51 Escape Slide Indicating and Warning System . . . . . . . . 101
Figure 17 Compensation Mechanism Adjustment . . . . . . . . . . . . . . 35 Figure 52 Cabin Pressure Warning System . . . . . . . . . . . . . . . . . . . 103
Figure 18 Door Locking Shaft – Frame Sensor . . . . . . . . . . . . . . . . 37 Figure 53 Proximity Switch Control Unit . . . . . . . . . . . . . . . . . . . . . . 105
Figure 19 Arming Handle Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Proximity Sensors Cabin– / Cargo Door . . . . . . . . . . . . . 107
Figure 20 Door Buffer Stop Adjustment . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 ASPSU BITE Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 21 Girtbar Slider/–Fitting Adjust . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 ASPSU CMC BITE Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 22 Door Damper/Emergency Actuator . . . . . . . . . . . . . . . . . 45 Figure 57 PSCU Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 23 Door Damper Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 ASPSU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 24 Percussion Bellcrank Adjustment . . . . . . . . . . . . . . . . . . . 49 Figure 59 Proximity Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 25 Cargo Door – General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 PSCU – Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 26 Locking and Latching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Figure 61 DSCS BITE Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 27 Latching / Locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 62 Ice protection Slide Locking Mechanism . . . . . . . . . . . . . 123
Figure 28 Bulk Cargo Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 29 Bulk Cargo Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 30 Avionc Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 31 Cargo Door FWD / AFT Components . . . . . . . . . . . . . . . 61
Figure 32 Cargo Door Seal and Fittings . . . . . . . . . . . . . . . . . . . . . . 63
Figure 33 Cargo door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 34 Latching– / Locking Handle . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 35 Locking– / Latching Shaft . . . . . . . . . . . . . . . . . . . . . . . . . 69
Page: ii

A330 - A340 ATA 52 Doors L3

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A330 - A340 ATA 52 Doors L3

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Training Manual

Lufthansa Issue: Jan 2000

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

FRA US–T gb 19.01.1998 Page: 1

Cargo Compartment Doors

There is a cargo–compartment door hydraulic–system which opens and closes

FRA US–T gb 20.01.1998 Page: 2

Figure 1 Pax– and Cargo Doors

Access and service doors

FRA US–T gb 20.01.1998 Page: 4

Figure 2 Service Doors Location

52–10 PASSENGER DOORS

Passenger door opening from outside

FRA US–T gb 16.01.1996 Page: 6

HOLD OPEN KNOP

Figure 3 Cabin Door Controls

FRA US–T gb 16.01.1996 Page: 8

GIRT BAR ARMING HANDLE

GIRT BAR ARMING HANDLE

INTERNAL LOCKING HANDLE

Figure 4 Girt Bar Control

FRA US–T gb 21.01.1998 Page: 10

Figure 5 Cabin Door Structure and Pressure Seal

DOOR STAY MECHANISM

FRA US–T gb 21.01.1998 Page: 12

DOOR BUFFER DOOR STAY MECHANISM

Figure 6 Door Support – / –Suspension Mechanism

DOOR LOCKING MECHANISM

FRA US–T gb 21.01.1998 Page: 14

Figure 7 Lowering Shaft

FRA US–T gb 21.01.1998 Page: 16

Figure 8 Locking Shaft / Switch Mechanism

EMERGENCY ESCAPE SLIDE RELEASE MECHANISM

FRA US–T gb 21.01.1998 Page: 18

Figure 9 Emergency Handle / Linkages

GIRT BAR with LINKAGE GUIDES

FRA US–T gb 21.01.1998 Page: 20

Figure 10 Girt Bar and Quick Release Mechanism

PASSENGER/CREW DOOR ADJUSTMENT

DOOR LOCKING MECHANISM ADJUSTMENT

CHECK BEFORE DOOR INSTALLATION

FRA US–T gb 20.01.1998 Page: 22

RIG PIN LOCATIONS GEARBOX

Figure 11 Locking Mechanism Rigging Check

ESCAPE SLIDE RELEASE MECHANISM RIGGING CHECK

FRA US–T gb 20.01.1998 Page: 24

Figure 12 Escape Slide Release Mechanism Rigging Points

DOOR ADJUSTMENT IN LONGITUDINAL–AND VERTICAL

FRA US–T gb 20.01.1998 Page: 26

DOOR OPEN UDJUSTMENT

GUIDE ARMS X–ADJUSTMENT

LIFTING SHAFT ROLLER

Figure 13 Door Adjustment in X–,Z–Axis

DOOR ADJUSTMENT IN THE LATERAL DIRECTION

Stop and Guide Fittings Adjustment

FRA US–T gb 20.01.1998 Page: 28

Figure 14 Door Stop Fitting Adjustment in Y–Axis

Door Stop Fittings

FRA US–T gb 20.01.1998 Page: 30

ADJUSTMENT DOOR IN ITS FRAME

Figure 15 Door Stop Fittings