Introduction to A380 ARFF

A380 Aircraft Rescue & Fire Fighting

Presented by

Dr. Thilo StilpGroup Manager Ground Operations & Environment

A380 ProgrammeAirbus

Disabled Aircraft Recovery &Airport Rescue Fire Fighting Workshop

Toulouse, April 11th –12th , 2006

Introduction to A380 RFF Characteristics

- 2 -

Regulatory aspects of ARFFRegulatory aspects of ARFF

Contents

A380 general aircraft descriptionA380 general aircraft description

Specific Information for ARFF personnelSpecific Information for ARFF personnel

- 3 -


Contents



- 4 -

Regulatory Aspects of A380 Airport Readiness

• ICAO Circular 305 Ch. 4.106 – 4.129 contains recommendations for Aerodrome Operational Safety Services for NLA/A380

• Key Issues addressed: 4 information on aircraft

– briefing of ARRF personnel– Crash Crew Charts– training on doors and systems– revision of emergency plan – task analysis for staffing– upgrade to CAT10

• Critical consideration to be given to4 assessment and testing of emergency plan4 medical requirements4 update of aircraft recovery plan4 ....

Responsibility of aircraft manufacturer & airline operators to assist and provide information

- 5 -

ARFF Regulation applicable to A380

• ARFF level of protection provided depends on aerodrome ARFF Category (ICAO Annex 14 – Aerodromes Vol. 1Para 9.2.3)

• Attention: since Jan 2005 the required level of protection is independent of the number of movements

107.1470.4A388

95.6473.5A346

96.568.6B744

96.273.1B773ER

ARFF Cat.Fuselage width (m)

Fuselage length (m)

ICAO Annex 14 – Aerodromes Vol. 1, Table 9-1

- 6 -

ARFF Cat 10 Requirements

• No change in number of ARFF vehicles required

• Increase in extinguishing agent can in general be met with existing fire trucks

• ICAO ARRF WG confirmed that Cat 10 requirements adequate for A380 (14 % margin over ICAO Min.)

Minimum amount of extinguishing agentMinimum amount of extinguishing agent

Number of ARFF vehicles

3230027803A388

2430025920A346

2430024789B744

2430026190B773ER

Q (ICAO) [lt]Q (calc.) [lt]

Note: Most Airports declare ARFF index only according to existing traffic though water quantities for the next higher category are provided.

- 7 -


Contents



- 8 -

A380-800 Aircraft CharacteristicsAircraft Width

15 m

25 m

- 9 -

A380-800 Aircraft CharacteristicsAircraft Heights

APU

9.20 m

- 10 -

A380-800 Aircraft CharacteristicsInterior lay-out (Airbus 555 pax reference lay-out)

UPPER DECKUPPER DECK

U1L

U1R

U2L

U2R

U3L

U3R

M1L M2L M3L M4L M5L

M1R M2R M3R M4R M5RMAIN DECKMAIN DECK

7 Pallets or 22 LD3 6 Pallets or 16 LD3

LOWER DECKLOWER DECK

MD: 356 Y; 22 F

4UD: 103 Y; 96 C

4Max certificated: 853 pax4MD: 538 Y4UD: 315 Y

- 11 -

Cabin configurations revealed…well, almost.Quotes from A380 customer airlines at the reveal

A380 Reveal A380 Reveal –– 18 January 200518 January 2005

“3-class configuration

slightly under 480 seats”

Choon Seng Chew, CEO


with 501 seats”

Geoff Dixon CEO


with 538 seats”

Jean-Cyril Spinetta,Chairman

“3 different layouts - you fit the horse to the course:

Ultra long haul: 3-class, 489 seats

Long haul: 3-class, 517 seats

Regional: 2-class, 644 seats”

Tim Clark, President

“No more than 490 seats”

Akbar Al Bakar, CEO


with 550 seats”

Wolfgang Mayrhuber,

Chairman & CEO

“Just over 500 seats”

Richard Branson, Chairman

- 12 -

A380 Aircraft CharacteristicsFlight and Cabin Crew Rest Compartments

• Flight Crew Rest Compartment on main deck behind Cockpit

• Cabin Crew Rest Compartments on upper deck or lower deck (T-shaped cargo hold)

NOTE:FCRC and CCRC are optional for the A380-800. Position and size depend on individual airlines’ choice

- 13 -


Contents


Specific Information for ARFF personnelSpecific Information for ARFF personnel--Access to aircraftAccess to aircraft--New MaterialsNew Materials--Fuel SystemFuel System--Landing GearLanding Gear--Situational awareness on rampSituational awareness on ramp

- 14 -

Aircraft AccessPassenger doors

- 15 -

Aircraft AccessPassenger doors opening from outside

1. Residual Pressure Light Check

2. Push outer handle flap and grab door control handle

3. Lift upwards to unlock unlatch and lift the door. OPENOPENpushbutton active and illuminates

4. Press OPENOPEN push button to start the door swiveling

Important:

• Normal operation supported by an electrical motor (“deadman” controls)• Manual operation possible if no electrical power available

– high resistance when door is forced to open fast – Lower resistance from motor when moved slowly

- 16 -

Aircraft AccessPassenger doors opening from inside

Door/Slide Status IndicationNote: Unlock will change into red for commonality

Door Swivelling Push Buttons

• Mechanical Lift/Latch/Lock by Door Control Handle

• Door Opening / Closing is performed electrically via OPEN / CLOSE push bottons at DSIP

Important:

• Manual door operation possible

• “Dead Man Controls”

• Emergency Door Opening / Slide deployment directly via the door handle

• Door fixed by an automatic gust lock in fully opened position (manual operation possible)

- 17 -

Aircraft AccessAccess via Avionic Bay

• Access to cockpit may be gained via Main Bay Avionics Compartment• Access to compartment either via

4 Main Bay Avionics Hatch at fwd left fuselage or4 Main Bay Avionic Doors in fwd cargo compartment (may be

blocked by cargo)

- 18 -

Aircraft AccessAccess to Cargo Compartments

Aft lower deck cargo door

Bulk cargo door Forward lower deck

cargo door

• Cargo doors operated hydraulically via toggles switch at cargo door control panel

• Manual operation possible via power driven standard tool at Hydraulic Ground Service Panel

- 19 -

Re-entry lines Re-entry lines

Aircraft AccessAccess from outside via reentry of escape slides

• Re-entry line on each slide edge provides direct access to ARFF crew access into both UD & MD

θ

Lighting

• Deployment in ≤ 6sec (certified to headwinds up to 25kts)

• Angle of deployment θ ranges from 46o to 48o

degrees (high sill conditions)

- 20 -

Slide Characteristics

65119

N/AN/A

6374

6272

7087

6072

Raft capacity, normalRaft capacity, overload

25deg fwd 25deg aftN/A15 deg aft

25 deg aft

22deg fwd

N/ACant angle

14.8m-

13.4m-

10.1m-

9.8m-

11m-

9.5m13.6m

Slide length normal~ extended

9.9m45.06.2m28.0

-40.7-17.0

7.1m48.01.6m10.0

6.1m48.02.6m10.0

8.0m47.03.2m17.0

9.7m45.82.4m11.2

max sill htmax sliding anglemin sill htmin sliding angle

7.9m36.0

5.1m35.0

5.1m36.0

5.1m34.0

5.1m31.0

5.1m30.0

Normal Sill height Normal sliding angle

U1 U2,U3M3M5M4M2M1

- 21 -

Aircraft AccessAccess to Aircraft Upper Deck

Clear width of 107 to 132cm(depends on airline choice)

FWD FWD

Clear width of 82 cm

Via Internal Staircase(after direct access to MD)

Via dedicated UD capable rescue stairs

Accessibility with existing equipment tested during A380 Ramp test in FRA Oct 29th, 2005

- 22 -

Upper deck access in action

SingaporeSingapore MelbourneMelbourne

DubaiDubai FrankfurtFrankfurt

- 23 -


Contents



- 24 -

New MaterialsMonolithic CFRP & Thermoplastics applications

- 25 -

New MaterialsFuselage Skin Materials Distribution

e.g. AL 2024e.g. AL 6056 / 6017

e.g. AL 7475

2xxx

6xxx

7xxx

Glare

Ultimate Strength*Ultimate Strength*

420

360

480

Yield Strength*Yield Strength*

280

315

410

Door designation

U3U2U1

M5

M4

M3

M2

* Approximated values related to “hardness”

values depend on layer composition

- 26 -

New MaterialsGLARE

• Burn-through time for 1mm Al: 30 sec.

• Burn-through time for GLARE: >15min (fire will stop at first glass fibre layer)

GLARE Better skin BurnGLARE Better skin Burn--through resistance:through resistance:

GLARE is a hybrid material built-up from alternate layers of aluminum foils and unidirectional glass fibres, impregnated with an adhesive

GLARE Fuselage panels

- 27 -

New MaterialsGLARE burn through characteristics

• Within 7 min no flame penetration• After 4 min inner surface temperature: 400°C• After 7 min : 570°C• Low smoke• Toxicity: requirement fulfilled for 4 min (CO/7min : 100ppm)

GLARE burnGLARE burn--through test results of new skin material:through test results of new skin material:

Better burnBetter burn--through characteristics for GLARE …through characteristics for GLARE …

- 28 -

New MaterialsGeneral overall burnGeneral overall burn--through comparison of materialsthrough comparison of materials

- 29 -

“Snozzle”“Snozzle”

New MaterialsGLARE Piercing TestGLARE Piercing Test

GLARE AL alloy

Comparable piercing characteristics Comparable piercing characteristics ……

- 30 -

New MaterialsGLARE Piercing TestGLARE Piercing Test

External view Internal view

• Piercing comparable to standard aluminum panels

• Hydraulic pressure to pierce GLARE at 600psi compared to 500psi for conventional AL alloy panels

• Snozzle vehicle used had 2800psi available for piercing

• AL alloys tested: 6061, T6, 5152

• Piercing action resemblance between light gauge steel & aluminum

• GLARE behaved with a little more resistance than T6

GLARE

GLARE Piercing TestGLARE Piercing Test

- 31 -


Contents


Specific Information for ARFF personnelSpecific Information for ARFF personnel--Access to aircraftAccess to aircraft--New materialsNew materials--Fuel systemFuel system--Landing gearLanding gear--Situational awareness at rampSituational awareness at ramp

- 32 -

A380 Fuel SystemLayout and tank capacities

29.340lt 46.140lt 36.460lt 27.960t 10.520lt

Usable Fuel Capacity: 315.289 lt

23.700

• Surge tanks act as temporary reservoirs for fuel that enters the vent tanks

• Fuel that enters the vent or surge tank is returned to the wing tanks

• Vent tank is freely vented through non-icing flush intakes

• Flame arrester is fitted on each wing (between the intake and the tank) and on trim tank to provide protection for 2.5 min in the event of ground fire

- 33 -

Fuel line to APU & trim tank

A380 Fuel SystemFuel lines to APU and Trim Tank

Fuel Lines (to main tanks, APU & trim tank)Fuel Lines (to main tanks, APU & trim tank)

In case of detected fire on-ground, the APU fire extinguishing system is automaticallyautomatically activatedactivated if no action is taken or aircraft is left unattended

- 34 -

Fuel SystemAPU manual shut-off

1. Integrated Refuel Panel (belly fairing right side)

2. Nose LG Control Panel

Manual APU shut-off switches located at

APU shut-off switch in Cockpit on Integrated Control Panel (overhead panel

Intervention Height 9.2 m!

- 35 -


Contents


Specific Information for ARFF personnelSpecific Information for ARFF personnel--Access to aircraftAccess to aircraft--New materialsNew materials--Fuel systemFuel system--Landing gearLanding gear--Situational awareness on rampSituational awareness on ramp

- 36 -

Landing GearLanding Gear StructuresLanding Gear Structures

TitaniumTitaniumAluminumAluminumHigh Strength High Strength SteelSteel

Wing Wing LGLG

Body LGBody LG

-- Standard Frame designStandard Frame design-- Vent holes & fusible Vent holes & fusible plugsplugs-- 5 Rotor Carbon brake5 Rotor Carbon brake-- Carbon: C4000Carbon: C4000

Braked Main wheel Brake

Nose LGNose LG

Brakes:Brakes:

- 37 -

Body & Wing Landing Gear•1400x530 R23, like A345/6•Pressure 15 bar

Nose Landing Gear•1270x455 R22, like in A321•Pressure 14.1 bar

Landing GearWheels & TiresWheels & Tires

20 wheel main landing gear system for 20 wheel main landing gear system for optimum weight distributionoptimum weight distribution

Non braked Non braked wheelswheels

0102

0304

0506

0708

0910

1112

1314

15

16

17

18

1920

- 38 -

•• Each wheel is equipped with 3 inboard mounted thermal fuse plugsEach wheel is equipped with 3 inboard mounted thermal fuse plugs

•• “Braked” wheels release pressure at “Braked” wheels release pressure at ≈≈177 177 ooCC (fuses melt) and tire is deflated(fuses melt) and tire is deflated

Landing GearBrake Overheat / Wheel FireBrake Overheat / Wheel Fire

Recommendations:• Landing Gears to be approached from FWD or AFT as tires might explode

ØØ If tire is inflated, avoid going near the area around the wheel If tire is inflated, avoid going near the area around the wheel for about 1 hourfor about 1 hour

• Unless there is a fire, do not apply extinguishing agent (liquid, water, mist, foam etc.) with a spray gun onto a hot tire if it is inflatedØØ Do not apply agent directly into the heat pack of the brake or iDo not apply agent directly into the heat pack of the brake or into the wheel; this can cause nto the wheel; this can cause

thermal shock to the stressed parts. Especially do not use CO2 athermal shock to the stressed parts. Especially do not use CO2 as it has a strong cooling effect s it has a strong cooling effect and can cause explosion in the stressed partsand can cause explosion in the stressed parts

• Use of blowers or air conditioning equipment is allowed only after temperature of fuses decreases (after 1 hour) or fuses have melted

• In the event of fire, do not wait until tires are deflated to immediately stop the fire; come near the wheel only from the front or the rearØØ MultiMulti--purpose powders are not recommended as they may be changed into purpose powders are not recommended as they may be changed into solid or enameled solid or enameled

deposit. These agents decrease the heat dissipation speed and cadeposit. These agents decrease the heat dissipation speed and can cause permanent structural n cause permanent structural damages to the brake, the wheel or wheel axledamages to the brake, the wheel or wheel axle

- 39 -

120°

Zone of risk of DIRECT projection

15°

15°

15°Increased security zone

0915°

Risk of indirect projection

Landing GearApproach to Wheel fire / overheated Brake

- 40 -

Landing Gear

- 41 -

Views of under belly Landing Gear (BLG)

- 42 -

Landing GearControl Panels on Nose LG

Among other switches:Among other switches:•• Brake On IndicatorBrake On Indicator• NLG Bay Light Switch (Fwd)• NLG Bay Light Switch (Aft)• Tractor Power Connector

Among other switches:Among other switches:•• APU Fire IndicatorAPU Fire Indicator•• APU Fire SwitchAPU Fire Switch•• Cockpit Call IndicatorCockpit Call Indicator•• Cockpit Call SwitchCockpit Call Switch•• Horn ResetHorn Reset• Avionics Vent Indicator• ELT Indicator•• Flight Interphone JackFlight Interphone Jack•• Service Interphone JackService Interphone Jack

View from RHView from RH--side of NLGside of NLG View from LHView from LH--side of NLGside of NLG

- 43 -


Contents



- 44 -

Situational Awareness at RampExtension of Slides

≈15.4m* ≈18.6m

Theoretical Critical Theoretical Critical AreaAreaMax Slide Extension

Centreline

Centreline

* Aircraft at MRW (worst case scenario)

≈≈ 3.2m margin (3.85m for B3.2m margin (3.85m for B--744)744)

- 45 -

Situational Awareness at RampRamp Layout and GSE

747747--400 400 Ramp Ramp LayoutLayout

Similar number of GSE as for 747-400

A380 stands are CODE Fà less congested ramp

- 46 -

Tested at Frankfurt, Terminal 2, Gate E929 October 2005

- 47 -Thank you Thank you

- 48 -

W H E E L O V E R H E A T / F I R E :- B R A K E D W H E E L S A R E E Q U I P P E D W I T H I N B O A R D M O U N T E D T H E R M A L F U S E P L U G S W H I C H M E L T A N D D E F L A T E T H E T I R E W H E N T H E T E M P E R A T U R E I S E X C E S S I V E- UNLESS THERE IS A F IRE , DO NOT APPLY EXT INGUISHING AGENT (L IQUID , WATER, M IST , FOAM ETC. ) W I T H A S P R A Y G U N O N T O A H O T T I R E I F I T I S I N F L A T E D

- CARBON BRAKES ARE INSTALLED

WARNING :W H E N T H E W H E E L I S H O T O R O N F I R E A P P R O A C H T H E L A N D I N G G E A R O N L Y F R O M F W DO R A F T A S T I R E S M A Y E X P L O D E

P A S S E N G E R A N D C R E W O X Y G E N B O T T L E S

PORTABLE F IRE EXT INGUISHER BOTTLE

N I T R O G E N B O T T L E

Carbon f iber re in forced p las t ic (CRFP)Glass f iber re in forced p las t ic (GFRP)

Quar tz f iber re in forced p last ic (QFRP)G l a s s R e i n f o r c e d A l u m i n i u m L a m i n a t e ( G L A R E )

0

- 3

H CLE M E R G E N C Y E V A C U A T I O N

G R I D E Q U A L S 1 m I N R E A L I T Y

HANDLE SHOWNIN CLOSED POSIT ION

W A R N I N G L I G H T S

DOOR WINDOW

DOOR "CLOSE" SWITCH

HANDLE SHOWNIN OPEN POSIT ION

I N S I D E

PUSH HERE

TO OPEN :

1 - PUSH FLAP TO GRASP HANDLE

2 - L I F T H A N D L E F U L L Y U P T O

3 - P R E S S T H E S W I T C H B U T T O N

DOOR "OPEN" SWITCH

E X A M P L EPASSENGER DOOR

4. PASSENGER / CREW DOORS AND EMERGENCY EX ITS OPENING

Z 1 3 0

F R 2 4F R 2 9

F R 2 3

H A N D L E F L A P

I N D I C A T O R F L A G

A C C E S S P A N E L

F R 2 4

L A T C H / L O C KH A N D L E

W A R N I N G L I G H TRESIDUAL PRESSURE

- PUSH THE HANDLE FLAP IN AND PULL THE LOCKING / LATCHING HANDLE OUT TO THE STOP POSIT ION

- M A K E S U R E T H A T A L L I N D I C A T O R F L A G S ON THE LOWER CARGO-COMPARTMENT DOOR ARE OUT

- PUSH THE TOGGLE SWITCH ON THE D O O R O P E R A T I O N A L P A N E L T O O P E N P O S I T I O N A N D H O L D I T

- WHEN THE CARGO-DOOR IS FULLY OPEN, THE INDICATOR L IGHT "DOOR FULLY OPEN AND ARRESTED" ON THE DOOR OPERATION PANEL COMES ON

I N D I C A T O R L I G H T"DOOR FULLY OPENA N D A R R E S T E D "

T O G G L ES W I T C H F O R D O O R

OPERATION

T O G G L ES W I T C H F O R L O A D I N G

AREA L IGHT

Z 8 2 1

5. CARGO DOOR OPENING

H A N D L E S H O W NIN CLOSED POSITION

COLORED

N O T M A R K E DO N A L L A I R C R A F T

1000

7 0 0

===

=

CUT HERE IN EMERGENCY

EMER EXIT LT

OFF

ARM

O N

OFF

HOLD OPEN ROD

P A N E L 3 1 5 B LOVERPRESSURE/UNDERPRESSURE

3 1 5 A R

LATCHING HOOKP I N L A T C H

APU/DOOR

1 - R E L E A S E L A T C H E S O N D O O R 3 1 5 A L .2 - O P E R A T E T R I G G E R M E C H A N I S M O F L A T C H P I N S S O T H A T D O O R 3 1 5 A L S W I N G S D O W N .3 - INSTALL OPEN ROD ON FUSELAGE TO LOCK DOOR 315AL .4 - OPERATE TR IGGER MECHANISM OF LATCH P INS SO THAT DOOR 315AR SWINGS DOWN.5 - PUSH DOOR 315AR INTO OVERCENTER POSIT ION.

OPERATION:

APU/DOOR

H A N D L E

TRIGGER

L A T C H I N G H O O K ( D E T A I L )

D

C1F1

E1

F3F2C2

E2

H G

K2 K1

L2

L3 L4 L5 L6 J2 J1

M1M2M3M5 M4 U1U2U3

A/CCONFIGURATION

m f tC1C2D

E1E2F1F2F3GHJ1

J2K1K2L2L3L4L5L6M1M2M3M4M5U1U2U3

3.303.237.4211.00

2.381.829.20

24.178.225.941.302.273.264.314.935.345.615.345.325.295.265.258.068.038.01

4 . 2

10.810.6

24.336.1

35.98 . 57 . 86 . 0

30.279.3

19.5

7 . 410.714.116.217.518.417.517.517.317.317.2

26.526.326.3

300tAFT CG(43%)

10.932.59

27.0

G R O U N D C L E A R A N C E S

A

BC

D

E

1 1 2 5 V U

O F F

O N

O F F

O N

ENGM A S T E R

O F F

O N

O F F

O N

1FAULT

F I R E2

FAULT

F I R E3

FAULT

F I R E4

FAULT

F I R E

T OG A

F L X

C L

0

MCT

TH

R

A

T OG A

F L X

C L

0

MCT

TH

R

A

4321

1 2 4 5 V M

FI

RE

D I S C HS Q U I B

D I S C HS Q U I B

F I R E F I R E F I R E

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

F I R EP U S H

D I S C H

S Q U I B

ENG 1 ENG 2 E N G 3 ENG 4

FIRE

P U S H P U S H P U S H

A G E N T 1 A G E N T 1A G E N T 2 A G E N T 2 A G E N T 1A G E N T 2T E S T A G E N T 1A G E N T 2

H O R I Z O N T A L P O S I T I O N

3 1 5 A L

A P U A C C E S S D O O RENGINE 1-4 FIRE ANDA P U F I R E H A N D L E S

EXTERIOR CONTROL HANDLESO F P A S S E N G E R / C R E W D O O R S

A N D E M E R G E N C Y E X I T S

FWD AND AFT CARGOCOMPARTMENT DOOR CONTROL

BREAK-IN POINT PRINCIPLE

THIS CHART GIVES THE GENERAL LAYOURT OF THEA340-600 STANDARD VERSIONT H E N U M B E R A N D A R R A N G E M E N T O F T H EINDIV IDUAL ITEMS VARY WITH THE CUSTOMERS.

- 6

- 9

- 1 2

- 1 5

- 1 8

- 2 1

- 2 4

- 2 7

- 3 0

- 3 3

- 3 6

- 3 9

CABIN PRESS1 2 1 5 V M

C A B A L T T R G T V / S C T L

AUTO

I N CD E CAUTO

D N

U P

D I T C H I N G

M A NM A N

INT LTA N N L T

T E S T

D I MB R T

S T O R MO N

O F F

I C E I N D &

S T B Y C O M P A S SO N

O F F

S I G N SE M E R E X I T L T

O F FA R M

O N

O F F

S E A T B E L T S

O F FA U T O

O N

E N G1 2 3 4

ANTI ICE

O N

F A U L TO N

F A U L TO N

F A U L T

O N

F A U L T

O N

F A U L T

O F FF A U L T

EXT LT

N O S ET . O

O F FT A X I

L A N DO N

O F F

R W Y T U R N O F F

& C A M E R AO N

O F F

W I N GO N

O F F

L O G OO N

O F FA U T O

N A VO N

O F F

B E A C O NO N

O F F

S T R O B EO N

O F FA U T O

APU

ENG START

I G NS T A R TC R A N K

N O R M

O V R D

O N

F A U L T

H I L V L

H I L V L

A P U E M E R G E N C YS H U T D O W NI N C R E A S E

D E C R E A S E

P R E S E L E C T

P R E S E L E C T ( P F Q )

O V E R F L O WF A U L T

S H U T O F FT E S T

N O R M A L

B A T T E R Y

P O W E R S U P P L Y

A C T U A L ( F O B )

S T A T U S

M A N

R E F U E L

X F R

D E F U E L

A U T O

R E F U E L

O F F

M O D E S E L E C T

F E E D 1

F E E D 1

L O U T R

L O U T R

R M I D

O P E N

S H U T

R M I D

R I N R

R I N R

T R I M

T R I M

L I N R

L I N R

L M I D

L M I D

R O U T RO P E N

S H U T

R . O U T R

F E E D 4

F E E D 4

F E E D 3

F E E D 3

F E E D 2

F E E D 2

R E F U E L / D E F U E L V A L V E S

k g

A I R B U S S . A . S .C U S T O M E R S E R V I C E ST E C H N I C A L D A T A S U P P O R T A N D S E R V I C E S31707 BLAGNAC CEDEX

ISSUED BY :

ISSUED DATE :

REFERENCE :

MARCH 2005

L_CC_111111_0_AAM0_01_00

AIRCRAFT RESCUE ANDFIRE FIGHTING CHART

F R A N C E

I N S T A L L E D O N N L G

A P UC O C K P I T

A V N C S V E N T E L T

H O R N R E S E TL I G H T T E S T

F L T I N T S V C I N T

F I R EC A L L

B A T T E R Y 2

B A T T E R I E S 1E S S E N T I A L

HYDRAULIC RESERVOIRENGINE OIL TANK

V E N T T A N K

O U T E R T A N K

F E E D T A N K 4

S U R G E T A N K

F E E D T A N K 1

A P U F U E L L I N EM I D T A N K

F E E D T A N K 3

INNER TANK

A P U B A T T E R Y

T R I M T A N K

C E N T E R W I N G B O XF E E D T A N K 2 M I D T A N K S U R G E T A N K

V E N T T A N K

O U T E R T A N K

INNER TANK

HYDRAULIC RESERVOIR

A P U

ADIRS

A D R 3

A D R 2A D R 1

O F F A T TN A V

O F F A T T

N A V

O F F A T T

N A V

I R 3

I R 2I R 1

B A TO N

O F F

F A U L TO F F

F A U L T

O F F

F A U L T

O F FF A U L T

O F FF A U L T

O F FF A U L T

H E A TAUTO

O N

1 2 2 1 V M

A G E N T

A P U

D I S C HS Q U I B

FIREP U S H

P R O B E / W I N D O W

UPPER DECK

NOTE

( 9 6 3 0 g a l )3 6 4 6 0 L

( 7 7 5 0 g a l )2 9 3 4 0 L

4 6 1 4 0 L( 1 2 1 9 0 g a l )

( 7 3 9 0 g a l )2 7 9 6 0 L

1 0 5 2 0 L( 2 7 8 0 g a l )

2 3 7 0 0 L( 6 2 6 0 g a l )

A

B

C

DE

W H E E L O V E R H E A T / F I R E :- B R A K E D W H E E L S A R E E Q U I P P E D W I T H I N B O A R D M O U N T E D T H E R M A L F U S E P L U G S W H I C H M E L T A N D D E F L A T E T H E T I R E W H E N T H E T E M P E R A T U R E I S E X C E S S I V E- UNLESS THERE IS A F IRE , DO NOT APPLY EXT INGUISHING AGENT (L IQUID , WATER, M IST , FOAM ETC. ) W I T H A S P R A Y G U N O N T O A H O T T I R E I F I T I S I N F L A T E D

- CARBON BRAKES ARE INSTALLED

WARNING :W H E N T H E W H E E L I S H O T O R O N F I R E A P P R O A C H T H E L A N D I N G G E A R O N L Y F R O M F W DO R A F T A S T I R E S M A Y E X P L O D E

P A S S E N G E R A N D C R E W O X Y G E N B O T T L E S

PORTABLE F IRE EXT INGUISHER BOTTLE

N I T R O G E N B O T T L E

Carbon f iber re in forced p las t ic (CRFP)Glass f iber re in forced p las t ic (GFRP)

Quar tz f iber re in forced p last ic (QFRP)G l a s s R e i n f o r c e d A l u m i n i u m L a m i n a t e ( G L A R E )

0

- 3

H CLE M E R G E N C Y E V A C U A T I O N

G R I D E Q U A L S 1 m I N R E A L I T Y

HANDLE SHOWNIN CLOSED POSIT ION

W A R N I N G L I G H T S

DOOR WINDOW

DOOR "CLOSE" SWITCH

HANDLE SHOWNIN OPEN POSIT ION

I N S I D E

PUSH HERE

TO OPEN :

1 - PUSH FLAP TO GRASP HANDLE

2 - L I F T H A N D L E F U L L Y U P T O

3 - P R E S S T H E S W I T C H B U T T O N

DOOR "OPEN" SWITCH

E X A M P L EPASSENGER DOOR

4. PASSENGER / CREW DOORS AND EMERGENCY EX ITS OPENING

Z 1 3 0

F R 2 4F R 2 9

F R 2 3

H A N D L E F L A P

I N D I C A T O R F L A G

A C C E S S P A N E L

F R 2 4

L A T C H / L O C KH A N D L E

W A R N I N G L I G H TRESIDUAL PRESSURE

- PUSH THE HANDLE FLAP IN AND PULL THE LOCKING / LATCHING HANDLE OUT TO THE STOP POSIT ION

- M A K E S U R E T H A T A L L I N D I C A T O R F L A G S ON THE LOWER CARGO-COMPARTMENT DOOR ARE OUT

- PUSH THE TOGGLE SWITCH ON THE D O O R O P E R A T I O N A L P A N E L T O O P E N P O S I T I O N A N D H O L D I T

- WHEN THE CARGO-DOOR IS FULLY OPEN, THE INDICATOR L IGHT "DOOR FULLY OPEN AND ARRESTED" ON THE DOOR OPERATION PANEL COMES ON

I N D I C A T O R L I G H T"DOOR FULLY OPENA N D A R R E S T E D "

T O G G L ES W I T C H F O R D O O R

OPERATION

T O G G L ES W I T C H F O R L O A D I N G

AREA L IGHT

Z 8 2 1

5. CARGO DOOR OPENING

H A N D L E S H O W NIN CLOSED POSITION

COLORED

N O T M A R K E DO N A L L A I R C R A F T

1000

7 0 0

===

=

CUT HERE IN EMERGENCY

EMER EXIT LT

OFF

ARM

O N

OFF

HOLD OPEN ROD

P A N E L 3 1 5 B LOVERPRESSURE/UNDERPRESSURE

3 1 5 A R

LATCHING HOOKP I N L A T C H

APU/DOOR

1 - R E L E A S E L A T C H E S O N D O O R 3 1 5 A L .2 - O P E R A T E T R I G G E R M E C H A N I S M O F L A T C H P I N S S O T H A T D O O R 3 1 5 A L S W I N G S D O W N .3 - INSTALL OPEN ROD ON FUSELAGE TO LOCK DOOR 315AL .4 - OPERATE TR IGGER MECHANISM OF LATCH P INS SO THAT DOOR 315AR SWINGS DOWN.5 - PUSH DOOR 315AR INTO OVERCENTER POSIT ION.

OPERATION:

APU/DOOR

H A N D L E

TRIGGER

L A T C H I N G H O O K ( D E T A I L )

D

C1F1

E1

F3F2C2

E2

H G

K2 K1

L2

L3 L4 L5 L6 J2 J1

M1M2M3M5 M4 U1U2U3

A/CCONFIGURATION

m f tC1C2D

E1E2F1F2F3GHJ1

J2K1K2L2L3L4L5L6M1M2M3M4M5U1U2U3

3.303.237.4211.00

2.381.829.20

24.178.225.941.302.273.264.314.935.345.615.345.325.295.265.258.068.038.01

4 . 2

10.810.6

24.336.1

35.98 . 57 . 86 . 0

30.279.3

19.5

7 . 410.714.116.217.518.417.517.517.317.317.2

26.526.326.3

300tAFT CG(43%)

10.932.59

27.0

G R O U N D C L E A R A N C E S

A

BC

D

E

1 1 2 5 V U

O F F

O N

O F F

O N

ENGM A S T E R

O F F

O N

O F F

O N

1FAULT

F I R E2

FAULT

F I R E3

FAULT

F I R E4

FAULT

F I R E

T OG A

F L X

C L

0

MCT

TH

R

A

T OG A

F L X

C L

0

MCT

TH

R

A

4321

1 2 4 5 V M

FI

RE

D I S C HS Q U I B

D I S C HS Q U I B

F I R E F I R E F I R E

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

D I S C HS Q U I B

F I R EP U S H

D I S C H

S Q U I B

ENG 1 ENG 2 E N G 3 ENG 4

FIRE

P U S H P U S H P U S H

A G E N T 1 A G E N T 1A G E N T 2 A G E N T 2 A G E N T 1A G E N T 2T E S T A G E N T 1A G E N T 2

H O R I Z O N T A L P O S I T I O N

3 1 5 A L

A P U A C C E S S D O O RENGINE 1-4 FIRE ANDA P U F I R E H A N D L E S

EXTERIOR CONTROL HANDLESO F P A S S E N G E R / C R E W D O O R S

A N D E M E R G E N C Y E X I T S

FWD AND AFT CARGOCOMPARTMENT DOOR CONTROL

BREAK-IN POINT PRINCIPLE

THIS CHART GIVES THE GENERAL LAYOURT OF THEA340-600 STANDARD VERSIONT H E N U M B E R A N D A R R A N G E M E N T O F T H EINDIV IDUAL ITEMS VARY WITH THE CUSTOMERS.

- 6

- 9

- 1 2

- 1 5

- 1 8

- 2 1

- 2 4

- 2 7

- 3 0

- 3 3

- 3 6

- 3 9

CABIN PRESS1 2 1 5 V M

C A B A L T T R G T V / S C T L

AUTO

I N CD E CAUTO

D N

U P

D I T C H I N G

M A NM A N

INT LTA N N L T

T E S T

D I MB R T

S T O R MO N

O F F

I C E I N D &

S T B Y C O M P A S SO N

O F F

S I G N SE M E R E X I T L T

O F FA R M

O N

O F F

S E A T B E L T S

O F FA U T O

O N

E N G1 2 3 4

ANTI ICE

O N

F A U L TO N

F A U L TO N

F A U L T

O N

F A U L T

O N

F A U L T

O F FF A U L T

EXT LT

N O S ET . O

O F FT A X I

L A N DO N

O F F

R W Y T U R N O F F

& C A M E R AO N

O F F

W I N GO N

O F F

L O G OO N

O F FA U T O

N A VO N

O F F

B E A C O NO N

O F F

S T R O B EO N

O F FA U T O

APU

ENG START

I G NS T A R TC R A N K

N O R M

O V R D

O N

F A U L T

H I L V L

H I L V L

A P U E M E R G E N C YS H U T D O W NI N C R E A S E

D E C R E A S E

P R E S E L E C T

P R E S E L E C T ( P F Q )

O V E R F L O WF A U L T

S H U T O F FT E S T

N O R M A L

B A T T E R Y

P O W E R S U P P L Y

A C T U A L ( F O B )

S T A T U S

M A N

R E F U E L

X F R

D E F U E L

A U T O

R E F U E L

O F F

M O D E S E L E C T

F E E D 1

F E E D 1

L O U T R

L O U T R

R M I D

O P E N

S H U T

R M I D

R I N R

R I N R

T R I M

T R I M

L I N R

L I N R

L M I D

L M I D

R O U T RO P E N

S H U T

R . O U T R

F E E D 4

F E E D 4

F E E D 3

F E E D 3

F E E D 2

F E E D 2

R E F U E L / D E F U E L V A L V E S

k g

A I R B U S S . A . S .C U S T O M E R S E R V I C E ST E C H N I C A L D A T A S U P P O R T A N D S E R V I C E S31707 BLAGNAC CEDEX

ISSUED BY :

ISSUED DATE :

REFERENCE :

MARCH 2005

L_CC_111111_0_AAM0_01_00

AIRCRAFT RESCUE ANDFIRE FIGHTING CHART

F R A N C E

I N S T A L L E D O N N L G

A P UC O C K P I T

A V N C S V E N T E L T

H O R N R E S E TL I G H T T E S T

F L T I N T S V C I N T

F I R EC A L L

B A T T E R Y 2

B A T T E R I E S 1E S S E N T I A L

HYDRAULIC RESERVOIRENGINE OIL TANK

V E N T T A N K

O U T E R T A N K

F E E D T A N K 4

S U R G E T A N K

F E E D T A N K 1

A P U F U E L L I N EM I D T A N K

F E E D T A N K 3

INNER TANK

A P U B A T T E R Y

T R I M T A N K

C E N T E R W I N G B O XF E E D T A N K 2 M I D T A N K S U R G E T A N K

V E N T T A N K

O U T E R T A N K

INNER TANK

HYDRAULIC RESERVOIR

A P U

ADIRS

A D R 3

A D R 2A D R 1

O F F A T TN A V

O F F A T T

N A V

O F F A T T

N A V

I R 3

I R 2I R 1

B A TO N

O F F

F A U L TO F F

F A U L T

O F F

F A U L T

O F FF A U L T

O F FF A U L T

O F FF A U L T

H E A TAUTO

O N

1 2 2 1 V M

A G E N T

A P U

D I S C HS Q U I B

FIREP U S H

P R O B E / W I N D O W

UPPER DECK

NOTE

( 9 6 3 0 g a l )3 6 4 6 0 L

( 7 7 5 0 g a l )2 9 3 4 0 L

4 6 1 4 0 L( 1 2 1 9 0 g a l )

( 7 3 9 0 g a l )2 7 9 6 0 L

1 0 5 2 0 L( 2 7 8 0 g a l )

2 3 7 0 0 L( 6 2 6 0 g a l )

A

B

C

DE

Information on A380 ARFFA380 Crash Crew Charts

• A380 Crash Crew Charts available since early 2005

• All Airbus aircraft CCC freely available* via http\\:www. airbusworld.com

http://www.airbusworld.com/portal/communities/community.asp?UserID=1731&CommunityID=203

* Note: site open to professional users of the aviation community; registration required (professional email address only); Other documents like ACAP also available via this site

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Introduction to A380 ARFF

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