787 20doors 20CSID 20 (Interim 2007-27-06)

INTERIM
787 CREW SYSTEMS INTERFACE DOCUMENT

DOORS SYSTEM
ATA CHAPTER 52
ATA CHAPTER 52 REV: NEW - 9/26/2006
BOEING PROPRIETARY
787 CREW SYSTEMS INTERFACE DOCUMENT
DOORS
ATA CHAPTER 52
ATA CHAPTER 52 i REV: NEW - 9/26/2006
BOEING PROPRIETARY
TABLE OF CONTENTS
COVER PAGE............................................................................................................................................... i
TABLE OF CONTENTS ........................................................................................................................... ii
LIST OF TABLES .....................................................................................................................................iii
LIST OF FIGURES ...................................................................................................................................iii
LIST OF ACRONYMS .............................................................................................................................iii
2.0 System Description - General ..................................................................................................... 11

2.1 Passenger Entry Doors ......................................................................................................... 11
2.2 Cargo Doors ......................................................................................................................... 13
2.2.1 Forward and Aft Large Cargo Door........................................................................ 13
2.2.2 Bulk Cargo Door..................................................................................................... 14
2.3 Flight Deck Overhead Door ................................................................................................. 15
2.4 Access Doors........................................................................................................................ 15
2.5 Flight Deck Access Door ..................................................................................................... 18
3.0 System Controls, Displays, Indications and Messages.............................................................. 20
3.1 System Controls ................................................................................................................... 20
3.1.1 FDAS Controls Description .................................................................................... 21
3.2 System Displays and Indications ......................................................................................... 21
3.2.1 Door System Displays............................................................................................. 21
3.2.2 Door System Indications......................................................................................... 22
3.2.3 Passenger Entry Door Slide Indications.................................................................. 23
3.2.4 Other Indications..................................................................................................... 23
3.3 EICAS Messages.................................................................................................................. 24
3.3.1 EICAS Crew Alert Messages.................................................................................. 24
3.3.2 EICAS Status and Memo Messages ........................................................................................... 24
ATA CHAPTER 52 ii REV: NEW - 9/26/2006
BOEING PROPRIETARY
LIST OF TABLES
Table 1.1-1 787 Design Requirements ................................................. Error! Bookmark not defined.
Table 3.3-1 EICAS Alerts Definition...................................................................................................24
Table 3.3-2 EICAS Messages ..............................................................................................................29
LIST OF FIGURES
Figure 2.0-1 Doors Location .................................................................................................................11

Figure 2.1-1 Passenger Entry Door .......................................................................................................13
Figure 2.2-1 Large Cargo Door .............................................................................................................13
Figure 2.2-2 Bulk Cargo Door...............................................................................................................14
Figure 2.3-1 Flight Deck Overhead Door..............................................................................................15
Figure 2.4-1 Fwd Access Door..............................................................................................................16
Figure 2.4-2 Fwd and Aft E/E Bay Access Door ..................................................................................16
Figure 2.4-3 E/E Bay Access Fairing Door Configuration....................................................................17
Figure 2.5-1 Flight Deck Access Door ..................................................................................................18
Figure 2.5-2 Flight Deck Access System Components .........................................................................19
Figure 3.1-1 FD Door Power Switch (Overhead Panel)........................................................................20
Figure 3.1-2 FD Door Access Switch (Aisle Stand Panel)....................................................................20
Figure 3.2-1 Door Synoptic ...................................................................................................................22
LIST OF ACRONYMS
A Advisory
AV Avionics
C Caution
CAS Crew Alert System
CCS Common Core System
CFR Code of Federal Regulation
CS Cabin Systems
EASA European Aviation Safety Authority
EC Environment Control
ED Electrical Design
E/E Electrical/Electronic
EICAS Engine Indication and Crew Alerting System
EPAS Emergency Power Assist System
ES Electrical Subsystems
FAA Federal Aviation Authority
FD Flight Deck
FDAS Flight Deck Access System
FWD Forward
LAV Lavatory
LH Left Hand
ATA CHAPTER 52 iii REV: NEW - 9/26/2006
BOEING PROPRIETARY
MFD Multi-Function Display
MMEL Master Minimum Equipment List
OVHD Overhead
PED Passenger Entry Door
RH Right Hand
SD Standards
ST Structures
TBV To Be Verified
PL Payloads
W Warning
WTBFD Wing To Body Fairing Door
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2.0 System Description - General
The Boeing 787-3/-8/-9 model aircraft have eight passenger entry doors (four on each side), three cargo
doors (one bulk and two large cargo doors), three access doors, one flight deck overhead door, and one
internal flight deck security door with an integrated electronic access system. Figure 2.0-1 shows the
location of the external doors on the 787 aircraft. The flight deck windows on this aircraft are
non-openable (stated for clarity).
Figure 2.0-1 Doors Location
2.1 Passenger Entry Doors
The 787-3/-8/-9 model aircraft have four Passenger Entry Doors (PED) located on each side of the
aircraft, as shown in Figure 2.0-1. These doors are the normal means for the passengers and the crew to
enter and exit the airplane, and they will also be used as emergency escape exits. They are plug type
doors and are identified as 1 through 4 left (1L through 4L), and 1 through 4 right (1R through 4R).
Doors 2L/R and 4L/R are Type A doors and provide a clear opening of 42 x 72 inches. Doors 1L/R and
3L/R are baseline Type C doors which provide a clear opening of 36 x 72 inches, in order to allow a
narrower cross aisle and more interior space for seating and accomodations. Doors 1L/R and 3L/R have
an option for a Type A door (42 x 72 inches) with a dual lane slide. Each door contains a window and an
inflatable slide-raft that can be used in the event of an emergency evacuation. The door mechanisms and
sensing systems are the same for all entry doors, regardless of door type. The 787 PED and its
mechanism are presented in Figure 2.1-1.
The 787 PED is a plug type door which can be opened or closed manually from the inside or outside of
the airplane. The PED is operated from the inside of the aircraft by rotating the main internal handle to
the forward position to close, latch and lock the door, and rotating the handle to the aft position to open
the door. When opening, initial door motion is inward and upward with respect to the mean pressure
plane of the cutout. Once the PED has lifted two inches, it translates outward and forward, remaining
parallel to the airplane body. Each PED is held in the fully open position by a gust lock which
self-engages as the door reaches its forward limit of travel. The gust lock holds the door in the fully open
BOEING PROPRIETARY
position while loading and unloading. It also prevents the door from movement due to wind, or unusual
attitudes. The gust lock is a fully mechanical system that is disengaged by a lever on the door prior to
closing the door.
To prepare the door for flight, pull the door into the fuselage cutout and rotate the handle forward. When
the handle reaches its fully forward position, the door is fully closed, latched and locked. Two proximity
sensors in each PED sense door closure/latching and door locking.
In each PED, an inward opening vent panel is mechanically linked to the door handle. The vent is
designed to preclude pressurization to an unsafe level if the door is not properly closed, latched, and
locked. Final rotation of the door handle into the locked position closes the vent. Initial aft rotation of the
door handle opens the vent and allows cabin and ambient pressure to equalize. From 0 to 0.25psi (TBV)
differential pressure, the door handle can be rotated to allow the vent and the door to open fully. Above
0.25 (TBV) psi differential pressure, the vent can be partially opened, however, a mechanical interlock
restricts further handle travel until the differential pressure is less than 0.25psi (TBV). This serves as the
primary means to prevent the door from being operated while in flight, and pressurized above 0.25 psi.
An electronic flight lock also serves as an added safety measure which prevents the persons in the cabin
from opening the door during unpressurized flight (take-off and landing). The flight lock is activated by
the EPAS module when ground speed is greater than 80 knots with engines running and released when
ground speed is less than 70 knots or engines not running. In the normal unpowered state, the flight lock
is unlocked, and during an emergency evacuation, regardless of ground speed, the flight lock will be
released when normal electrical power is lost.
An emergency evacuation slide/raft and a pneumatic Emergency Power Assist System (EPAS) are
contained in each PED. The EPAS is activated when a PED in the armed position is opened from inside
the aircraft. The EPAS is sufficient to open the door unassisted when the airplane is level or in any of the
possible adverse attitudes. A bustle on the lower face of each door contains the door slide. A single
mode select handle engages a girt bar to the airplane floor, arming both the door slide and the door
opening subsystems. Once the emergency evacuation system is armed, operating the inside door handle
to the open position activates a squib releasing the contents of a nitrogen gas bottle into an actuator. The
actuator then drives the door open and the slide automatically deploys and inflates. The emergency
evacuation system is automatically disarmed when the door is opened from the outside.
A dedicated EPAS module is installed in each PED to provide electrical power to fire the EPAS squib and
to interface with the proximity sensors in the door. The EPAS module has an energy storage system that
allows operation after all electrical power to the aircraft is lost. The EPAS module receives power from
both standby and normal DC power bus. The system is designed to be fully operational for up to 20
minutes after it looses power from both buses.
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Figure 2.1-1 Passenger Entry Door
2.2 Cargo Doors

The 787 aircraft has three cargo doors, a forward, an aft, and a bulk cargo door. The forward and aft
cargo doors are located on the right hand side of the aircraft while the bulk cargo door is on the left hand
side.
2.2.1 Forward and Aft Large Cargo Door

The forward and aft large cargo doors are 106x67 inch doors made of toughened resin CFRP composite
(primarily BMS8-276). The forward large cargo door is located between doors 1R and 2R, while the aft
large cargo door is located between doors 3R and 4R. These doors provide access to main cargo
compartment for loading of palletized cargo. The forward and aft cargo doors are structurally very
similar, however some fitting differences exist due to higher loads in the aft door/body section, which
does not allow interchangeability between the forward and aft cargo doors. A schematic of a generic
large cargo door is shown below in Figure 2.2-1.
Figure 2.2-1 Large Cargo Door
BOEING PROPRIETARY
In the closed, latched and locked position, these doors are load carrying, outward opening cargo doors.
Each door is operated by an independent electric-hydraulic system that is controlled from a panel outside
of the airplane. A manually operated lock mechanism is installed in the door. The cargo doors can also
be operated from the inside of each cargo compartment. As a back-up for the electrical power supply to
the hydraulic power packs, these doors could also be manually driven using a power drill at the control
panel. In case of loss of hydraulic pressure, the cargo doors can be manually opened for access using
hand tools after removable skin panels have been detached. When the cargo doors are closed, the lights
illuminating the loading area remain on. Opening of the doors does not turn off cargo heating,
ventilation, or fire detection.
The cargo doors rotate outward about a piano/type hinge along the upper edge. Each door is held in the
closed, latched and locked position by five cam latches located near the bottom of the door. The cam
latches rotate around five latch pins located on the door cut/out lower sill. The pressure and shear loads
are transferred across the door and the door cutout by the piano hinge along the top of the door, and at the
bottom of the door, by the five latch cams and latch pins (fuselage) and by the shear load roller fitting and
the fail safe shear fittings. Once the door is rotated outward to the fully open (canopy) position, the door
is held in the open position by internal lock mechanisms in the door lift actuators, located at the forward
and aft upper corner of the door. The doors close by retraction of the lift actuators. Over-centered pull-in
hooks are hydraulically actuated to close the door during the last portion of the door closing sequence.
The latch mechanism is then closed and internally in the latch actuator locked in the latched position. The
manual lock mechanism is finally engaged by closing the door external lock handle. This secures the
latch cams in the latched position and closes a vent door in the cargo door skin which prevents cabin
pressurization when open.
Three proximity sensors sense respectively the closed, latched and locked position of each large cargo
door. These sensors are used to generate indications on the Engine Indication and Crew Alerting System
(EICAS). Three additional sensors are located on each of the large cargo doors: two of these sensors
indicate when the door is locked in the open position, and the third one senses when the door is fully
unlocked. It is noted that these three sensors do not generate crew alerting indications.
2.2.2 Bulk Cargo Door
The bulk cargo door, shown in Figure 2.2-2, is an inward
opening plug-type pressure-only door constructed from
toughened resin CFRP composite (identical to the large
forward and aft cargo doors), with 12 discrete stops (10 stops
and 2 latches). The door is manually opened and closed, and is
counterbalanced for ease of operation. The door has two
latches, one of them has a position monitoring proximity sensor
used to generate indications on the the Engine Indication and
Crew Alerting System (EICAS). The bulk cargo door provides
access to the aft bulk cargo area. This area is used for odd
shaped and last-minute items. When the bulk cargo door is
closed, the lights illuminating the loading area remain on.
Opening of the door does not turn off cargo heating,
ventilation, or fire detection.
Figure 2.2-2 Bulk Cargo Door

Figure 2.2-2 Bulk Cargo Door
BOEING PROPRIETARY
A single micro switch, on the body cutout adjacent to the bulk cargo door, senses bulk cargo door closed
and latched. Bulk cargo door design is such that sensing the door latched condition can only occur when
the door is closed.
2.3 Flight Deck Overhead Door

The flight deck overhead door, shown in Figure 2.3-1, is an inward opening plug-type pressurized-only
door located in the flight deck, in section 41 crown at the right hand side. This door is designed to be
used for flight crew egress in the event of an emergency evacuation. The flight deck overhead door is
equipped with two latches, one of them having a position monitoring proximity sensor tied to EICAS.
To access the flight deck overhead door from outside (rescue situation), a ladder is required. The rescue
team will then eject the flush latch handle, rotate it and allow the door to open inward. Initial rotation of
the exterior handle will rotate the inner handle, which interfaces the interior insulative liner. The liner
will disengage from the door, allowing free, unobstructed opening of the door. The liner will remain
attached to the airplane via a lanyard.
Figure 2.3-1 Flight Deck Overhead Door
2.4 Access Doors

Access to the forward equipment and electrical/electronic (E/E) bays is provided by a forward access door
and a forward and an aft E/E access doors, respectively. These three access doors are presented in Figure
2.4-1 and Figure 2.4-2. The access doors are inward opening plug-type pressure-only doors located on
the lower fuselage surface of the aircraft. The doors can be opened from inside or outside of the aircraft
and provide access to electrical and systems equipment for routine maintenance. Each of the three access
doors are equipped with two latches, one of them has a position monitoring proximity sensor which is tied
to EICAS.
The forward access door (Figure 2.4-1) is a hinged door with four discrete stops. This door is located
forward of the nose wheel well in section 41.
BOEING PROPRIETARY
Figure 2.4-1 Fwd Access Door
The forward E/E access door is located at the right hand side aft of the nose wheel well in section 41. The
door features four discrete stops and runs on tracks when opened.
FWD AFT
Figure 2.4-2 Fwd and Aft E/E Bay Access Door
The aft E/E access door is located at the center of the aircraft in section 46 inboard of section 49 Wing to
body fairing. The door features continuous stops and runs on tracks when opened. The aft E/E access
door is a pressurized door but is hidden behind a fairing door which is part of the wing body fairing, as
shown in Figure 2.4-3. The Wing to Body Fairing Door (WTBFD) is unpressurized and is equipped with
a vent door. Unlike the other external doors, no proximity sensors or EICAS messages are associated
with the status of the WTBF door (open/closed, latched/unlatched, locked/unlocked). The WTBFD
swings down open and is hinged on the forward side of the airplane in order to maintain attachment to the
airplane in the event of inadvertent opening in flight.
BOEING PROPRIETARY
Figure 2.4-3 E/E Bay Access Fairing Door Configuration
BOEING PROPRIETARY
2.5 Flight Deck Access Door
The flight deck (FD) access door separates the flight deck and the main cabin. The FD access door opens
aft of the flight deck and is hinged on the left side. The primary purpose of the flight deck security door
and bulkhead is to prevent unauthorized access to the flight deck.
The Flight Deck Access System (FDAS) consists of the following components:
• A ballistic grade door

• A 5 digit-keypad with an ENTER key, located on the FD doorpost in the hallway (aft side of
door)
• An electro-mechanical door strike mechanism located in the door post
• A door latch located in the door
• A FD door power switch located in the overhead panel
• A FD door access switch located in the aisle stand panel
• A software application in the CCS system
• A mechanical deadbolt keyed on passenger side and controlled by a knob on the FD side
• A view port
• Electronic control boxes such as RPDUs, RDCs, and GPMs
The FD access door and FDAS components are presented in Figure 2.5-1 and Figure 2.5-2.
Figure 2.5-1 Flight Deck Access Door
BOEING PROPRIETARY
Figure 2.5-2 Flight Deck Access System Components
The FDAS is the primary means of locking the flight deck door. The access system provides enhanced
security against intrusion and provides features to allow entry of authorized personnel and emergency
access.
The FD door is locked when the the airplane is on main power bus, the FDAS circuit breakers are closed,
and the FD door power switch is in the ON position. The door unlocks automatically when the FD door
power switch is in the OFF position.
The state of the strike mechanism (locked or unlocked) is controlled by a solenoid. The strike mechanism
also contains sensors that detect failure of the mechanism to lock when commanded to do so, and to
detect when the door bolt is not engaged in the strike plate. These sensors are just mechanical switches
that put out a 1/0 signal to the RDCs.
The door latch operates like a regular door latch where you rotate the knob to retract the door bolt and
open the door. There is no knob on the passenger side of the door, therefore the door can be opened with
the knob, only from the flight deck side. An electric lock latch mechanism controlled by the FD door
power switch allows the flight deck door to be locked or unlocked. The door can be opened at any time
from the flight deck side. The door unlocks automatically with the loss of electric power. If the power
failure occurs in flight, the crew must use other means to lock the door and provide access to cabin crew.
The deadbolt may be used at this time. The knob (on the flight deck side) can be set to a position that
prevents the keylock from operating the deadbolt, thereby increasing security. The deadbolt mechanism
is primarily for overnight security. The FD can be secured, while airplane power is turned off over night,
by using a key to lock and unlock the door.
The doorbell mode of the FDAS is used to request access (routine access) to the FD. This mode is
initiated by selecting “1” and then “ENT” on the keypad. This action activates the pilot's chime and an
EICAS message (FD DOOR CALL) is displayed indicating to the flight crew that someone has requested
access. The door will remain locked unless one of the pilots decides to grant access to the FD by moving
the FD door access switch to the UNLKD position.
BOEING PROPRIETARY
The FDAS has an emergency access mode used to gain access to the flight deck in the case of an
emergency, where the pilots are suspected to be incapacitated. In this situation, an authorized person
enters the emergency access code in the keypad. The FDAS then compares this access code with the code
stored in memory (programmable), and if they match, the door automatically unlocks after a time delay.
Additionally, a warning level alert will be presented to the flight crew with the following indications:
master warning lights, master warning siren and red EICAS warning message (FD DOOR AUTO
UNLOCK). Once unlocked, the door will remain unlocked for a period of 5 seconds to allow the cabin
crew to enter the FD. Once the 5 seconds period has ended, the strike mechanism will relock the door.
The time delay before the door unlocks is set to 30 seconds at the airplane delivery, however airline
customers may change the delay duration. The available range is 15 to 120 seconds, in 15 second
increments. If the flight crew is not incapacitated when a correct emergency access code is entered, they
can either allow the system to unlock the door when the countdown ends (no action required by the flight
crew), or they can stop the countdown and prevent the door from unlocking by moving the FD door
access switch to the DENY position. This action will also trigger a DENY period, where the FDAS
system ignores all emergency access requests. The DENY period is set to 5 minutes at delivery, however
airline customers can change this period to up to 30 minutes, in 5 minute increments.
During the emergency access mode sequence, after entry of the emergency access code, the door cannot
be unlocked by selecting UNLKD with the FD door access switch. This function is made unavailable
during this sequence in order to prevent the pilot from accidentally unlocking the door while meaning to
select DENY.
3.0 System Controls, Displays, Indications and Messages
3.1 System Controls
On the 787 airplane, the flight deck access door is the only door that has controls located in the flight
deck. Two switches, the FD DOOR POWER and FD DOOR ACCESS switches, control the flight deck
access door/system. These two switches are illustrated in Figure 3.1-1 and Figure 3.1-2, respectively.
Figure 3.1-1 FD Door Power Switch (Overhead Panel)
Figure 3.1-2 FD Door Access Switch (Aisle Stand Panel)
BOEING PROPRIETARY
3.1.1 FDAS Controls Description
FD DOOR POWER Switch (alternate action) (shown on Figure 3.1-1)
• ON: Powers the FD door lock mechanism. The FD door is automatically locked. Note that
this switch does not control power to the FDAS.
• OFF: Depowers the FD door lock mechanism. The FD door is unlocked.
FD DOOR POWER OFF Light

Illuminated (amber) – The FD door lock mechanism is depowered, the FD door is unlocked.
FD DOOR ACCESS (3 position rotary, spring loaded to AUTO position) (shown on Figure 3.1-2)
• UNLKD: Push-to-rotate, momentary switch position that unlocks the door while the switch is
held in this position.
• AUTO: Door is locked with door power switch on, and unlocked with door power switch off.
Enables the door to be unlocked when a correct emergency access code has been
entered in the keypad, after a time delay. The knob is spring loaded to the AUTO
position (default position).
• DENY: Momentary switch position that rejects a correct access code entry, cancels aural alert
and denies auto unlocking for TBD time (customer programmable time in 15 second
increments, from 15 seconds to 120 seconds). This position also initiates the DENY
period where the FDAS ignores all emergency access requests.
3.2 System Displays and Indications
3.2.1 Door System Displays
The 787 door synoptic, shown in Figure 3.2-1, can be displayed at any time on the Multi Function
Display (MFD). The door synoptic display is a plan view of the airplane fuselage illustrating the status of
the airplane doors. All external doors (PED, cargo doors, access doors, and flight deck overhead door)
are accessible through the same synoptic display. In addition, the lavatory status indication is displayed
on the door synoptic. Note that the FD access door is not displayed on the synoptic.
BOEING PROPRIETARY
Figure 3.2-1 Door Synoptic
3.2.2 Door System Indications
The PED are indicated by ovals, cargo doors by rectangles, and access and flight deck overhead doors are
indicated by squares.
Door is open (amber) – Entry or large cargo door is not closed and latched, and locked.
Flight deck overhead door, bulk cargo door, or access door is not closed and latched.
Door is closed, latched and locked (blank) – Entry or large cargo door is closed, latched,
and locked. Flight deck overhead door, bulk cargo door, or access door is closed and
latched.
Door signal is invalid (white) – Door position is not known by EICAS.
BOEING PROPRIETARY
3.2.3 Passenger Entry Door Slide Indications
The 787 passenger entry doors can either be armed or disarmed. There is no intermediate state. During
boarding, all doors are disarmed to facilitate boarding and prevent the escape slides from deploying if a
door is opened from the cabin. On the Door synoptic an armed slide is indicated by a green “A” in a
black square in the associated door oval. If a door is disarmed, a white “M” will appear in the black box
in the center of the associated door oval. If the arm/disarm signal is invalid or missing, a blank black box
will appear in place of the “M” or the “A”.
Door is armed (green) – door slide is in the automatic mode.
Door is not armed (white) – door slide is in the manual mode, prevents EPAS from
powering the door open.
Slide mode signal is invalid/missing (blank) – slide mode is unknown.
3.2.4 Other Indications
Lavatory Availability Indication
The 787 Door Synoptic display will also display information about the forward lavatory status
(vacant/occupied) and Refuel Control Panel (RCP). The lavatory indication is displayed in the upper left
hand corner of the door synoptic and has the following properties:
Lavatory is available (green) – door is unlocked.
Lavatory is not available (white) – door is closed and locked.
Lavatory signal is invalid (blank) – door state is unknown.
Refuel Control Panel (RCP) Door Indication
The position of the RCP door is indicated on the door synoptic, on the leading edge of the left wing under
the text “REFUEL”. Unlike airplane door indications, there are no EICAS messages associated with this
indication. As such, cyan is used instead of amber for the open indication. The Fuel-Management
partition in CCS will transmit a discrete for the position of the RCP door. The RCP door position will be
sensed by a single proximity sensor interfaced with the left Main Engine Data Concentrator (MEDC).
BOEING PROPRIETARY
RCP door is open (cyan) – door is not closed and latched.
RCP door is closed (blank) – door is closed and latched.
RCP door signal is invalid (white) – door state is unknown.
3.3 EICAS Messages
3.3.1 EICAS Crew Alert Messages
The following table describes the different categories of EICAS crew alert messages.
Type Category of Alert

W Warning - For conditions that require immediate flight crew awareness and immediate flight crew
response.
C Caution – For conditions that require immediate flight crew awareness and subsequent flight crew
response.
A Advisory – For conditions that require fight crew awareness and may require subsequent flight
crew response.
Table 3.3-1 EICAS Alerts Definition
The crew alerting EICAS messages associated with the door system are listed in Table 3.3-2.
3.3.2 EICAS Status and Memo Messages
Status and memo messages are used to support normal airplane operation. Although provided by EICAS
and included within the crew alerting system, status and memo messages are not considered crew alerts.
Status messages identify system faults which affect the dispatchability of the airplane. Memo messages
are indications and crew reminders of the current state of manually and certain automatically configured
airplane systems in support of flight deck operations.
The status and memo messages associated with the door system are listed in Table 3.3-2.
BOEING PROPRIETARY
ATA
Message Message Text Condition Setting Message
Chapter
Normal operation is assumed (system is powered.)
Correct emergency access code entered on keypad.
52 W52004 FD DOOR AUTO UNLOCK Impending access system unlock in 30 sec. Note: the
Customer can change the access code and time delay
through the maintenance control pages.
Cargo and/or passenger doors are not secured and
31 W31021 CONFIG DOORS locked for take-off and take-off thrust selected on left or
right engine.
52 C52078 DOOR FWD CARGO Forward cargo door not fully closed, latched and locked.
52 C52079 DOOR AFT CARGO Aft cargo door not fully closed, latched and locked.
Two or more doors are open on the ground during pre- or
52 A52181 DOORS
post- flight operations.
52 A52183 DOOR BULK CARGO Bulk cargo door not fully closed and latched.
52 A52184 DOOR FWD E/E ACCESS Forward E/E bay access door not fully closed and latched.
52 A52185 DOOR FWD ACCESS Forward access door not fully closed and latched.
#1 left passenger entry door not fully closed, latched and
52 A52186 DOOR ENTRY 1L
locked.
#2 left passenger entry door not fully closed, latched and
locked.
#3 left passenger entry door not fully closed, latched or
locked.
#4 left passenger entry door not fully closed, latched, or
locked.
#1 right passenger entry door not fully closed, latched and
52 A52190 DOOR ENTRY 1R
locked.
locked.
52 A52192 DOOR ENTRY 3R #3 right entry door not fully closed, latched, or locked.

locked.
52 A52233 DOOR FD OVHD Flight deck overhead door not fully closed and latched.
52 A52234 DOOR AFT E/E ACCESS Aft E/E bay Access door not fully closed and latched.
Flight deck door solenoid fails to raise lock pin to the
52 A52235 FD DOOR LOCK FAIL
extended/locked position.
52 A52238 FD DOOR OPEN The flight deck security door is not properly closed.
52 M52025 DOORS AUTO All passenger entry doors are in the automatic mode.
Some passenger entry doors are in the automatic mode

52 M52026 DOORS AUTO/MANUAL
and some are in the manual mode.
52 M52027 DOORS MANUAL All passenger entry doors are in the manual mode.
52 S52498 DOOR FWD CARGO IND Forward cargo door indication system fault detected.
52 S52499 DOOR AFT CARGO IND Aft cargo door indication system fault detected.
#1 left passenger entry door indication system fault

52 S52501 DOOR ENTRY IND 1L
detected.
detected.
BOEING PROPRIETARY
detected.
detected.
#1 right passenger entry door indication system fault
52 S52505 DOOR ENTRY IND 1R
detected.
detected.
detected.
detected.
52 S52553 DOOR FWD ACCESS IND Forward access door indication system fault detected.
Forward E/E bay access door indication system fault

52 S52554 DOOR FWD E/E ACCESS IND
detected.
52 S52555 DOOR BULK CARGO IND Bulk cargo door indication system fault detected.
52 S52558 DOOR AFT E/E ACCESS IND AFT E/E bay access door indication system fault detected.
52 S52559 DOOR EPAS SQUIB 1L EPAS bottle squib resistance exceeds limit
Flight deck overhead door indication system fault

52 S52585 DOOR FD OVHD IND
detected.
Maintenance safety switch is in the SAFE position or

52 S52588 DOOR SAFETY SWITCH 1L
maintenance safety switch has failed.
One of the EPAS redundant power sources is unavailable

52 S52590 DOOR EPAS POWER 1L
or the storage capacitor is below the allowed threshold.




52 S52608 DOOR EPAS POWER 1R



BOEING PROPRIETARY
52 S52629 DOOR EPAS SQUIB 1R EPAS bottle squib resistance exceeds limit




52 S52636 DOOR SAFETY SWITCH 1R



Flight deck door solenoid fails to raise lock pin to the

52 S52656 FD DOOR LOCK FAIL
extended/locked position.
#1 left passenger entry door Flight Lock Engaged and

Disengaged Near/Far status is not consistent with the
52 S52657 DOOR FLT LOCK LOCKED 1L
status of the Flight Lock Command - in the Engaged
position
#1 right passenger entry door Flight Lock Engaged and
52 S52658 DOOR FLT LOCK LOCKED 1R
position
BOEING PROPRIETARY
position
position
position
position
position
position
52 S52665 DOOR FLT LOCK UNLOCKED 1L
status of the Flight Lock Command - in the Disengaged
position
position
position
position
52 S52669 DOOR FLT LOCK UNLOCKED 1R
position
position
position
position
Failure of the left #1 EPAS Module or loss of
52 S52673 DOOR EPAS MODULE 1L
communications or Primary Energy Capacitor is low
Passenger Entry Door has an open sensor failure, Girt
52 S52681 DOOR EPAS SENSORS 1L Bar Engaged sensor failure, pressure sensor failure or a
Girt Bar / Mode Select disagree.
BOEING PROPRIETARY
52 S52685 DOOR EPAS SENSORS 1R Bar Engaged sensor failure, pressure sensor failure or a
DOOR EPAS DISARMED SNSR 1L
52 S52689 Passenger Entry Door #1 Left Disarmed Sensor failure

52 S52690 Passenger Entry Door #2 Left Disarmed Sensor failed.


DOOR EPAS DISARMED SNSR 1R

52 S52693 Passenger Entry Door #1 Right Disarmed Sensor failed.



Right #1 failure of the EPAS Module or loss of

52 S52699 DOOR EPAS MODULE 1R
Left #2 failure of the EPAS Module or loss of
Table 3.3-2 EICAS Messages
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY
BOEING PROPRIETARY

787 20doors 20CSID 20 (Interim 2007-27-06)

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INTERIM

787 CREW SYSTEMS INTERFACE DOCUMENT

ATA CHAPTER 52 REV: NEW - 9/26/2006

ATA CHAPTER 52 i REV: NEW - 9/26/2006

2.0 System Description - General ..................................................................................................... 11

ATA CHAPTER 52 ii REV: NEW - 9/26/2006

Figure 2.0-1 Doors Location .................................................................................................................11

ATA CHAPTER 52 iii REV: NEW - 9/26/2006

ATA CHAPTER 52 iv REV: NEW - 9/26/2006

ATA CHAPTER 52 1 REV: NEW - 9/26/2006

ATA CHAPTER 52 2 REV: NEW - 9/26/2006

ATA CHAPTER 52 3 REV: NEW - 9/26/2006

ATA CHAPTER 52 4 REV: NEW - 9/26/2006

ATA CHAPTER 52 5 REV: NEW - 9/26/2006

ATA CHAPTER 52 6 REV: NEW - 9/26/2006

ATA CHAPTER 52 7 REV: NEW - 9/26/2006

ATA CHAPTER 52 8 REV: NEW - 9/26/2006

ATA CHAPTER 52 9 REV: NEW - 9/26/2006

ATA CHAPTER 52 10 REV: NEW - 9/26/2006

Figure 2.0-1 Doors Location

2.1 Passenger Entry Doors

ATA CHAPTER 52 12 REV: NEW - 9/26/2006

2.2 Cargo Doors

2.2.1 Forward and Aft Large Cargo Door

Figure 2.2-1 Large Cargo Door

ATA CHAPTER 52 13 REV: NEW - 9/26/2006

Figure 2.2-2 Bulk Cargo Door

2.3 Flight Deck Overhead Door

Figure 2.3-1 Flight Deck Overhead Door

2.4 Access Doors

ATA CHAPTER 52 15 REV: NEW - 9/26/2006

Figure 2.4-2 Fwd and Aft E/E Bay Access Door

ATA CHAPTER 52 16 REV: NEW - 9/26/2006

ATA CHAPTER 52 17 REV: NEW - 9/26/2006

• A ballistic grade door

Figure 2.5-1 Flight Deck Access Door

ATA CHAPTER 52 18 REV: NEW - 9/26/2006

ATA CHAPTER 52 19 REV: NEW - 9/26/2006

3.0 System Controls, Displays, Indications and Messages

3.1 System Controls

Figure 3.1-1 FD Door Power Switch (Overhead Panel)

Figure 3.1-2 FD Door Access Switch (Aisle Stand Panel)

ATA CHAPTER 52 20 REV: NEW - 9/26/2006

FD DOOR POWER Switch (alternate action) (shown on Figure 3.1-1)

FD DOOR POWER OFF Light

3.2 System Displays and Indications

3.2.1 Door System Displays

ATA CHAPTER 52 21 REV: NEW - 9/26/2006

3.2.2 Door System Indications

Door signal is invalid (white) – Door position is not known by EICAS.

ATA CHAPTER 52 22 REV: NEW - 9/26/2006

Door is armed (green) – door slide is in the automatic mode.

Slide mode signal is invalid/missing (blank) – slide mode is unknown.

3.2.4 Other Indications

Lavatory Availability Indication

Lavatory is available (green) – door is unlocked.

Lavatory is not available (white) – door is closed and locked.

Lavatory signal is invalid (blank) – door state is unknown.

Refuel Control Panel (RCP) Door Indication

ATA CHAPTER 52 23 REV: NEW - 9/26/2006

RCP door is closed (blank) – door is closed and latched.

RCP door signal is invalid (white) – door state is unknown.

3.3 EICAS Messages