DOC AIRBUS | AMM A320FPASSENGER COMPARTMENT FIXED INTERIOR DOORS - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The cockpit door is installed between FR13 and FR14 in zone 220 and divides the cockpit from the passenger cabin. The cockpit door also has a Cockpit Door Lock System (CDLS) to open it electrically.
The cockpit door is installed between FR13 and FR14 in zone 220 and divides the cockpit from the passenger cabin. The cockpit door also has a Cockpit Door Lock System (CDLS) to open it electrically. Also there is an electrical override system (referred to as back-up system) to make sure that the aircraft can fly in a Master Minimum Equipment List (MMEL) condition.
** ON A/C NOT FOR ALL The cockpit door is installed between FR13 and FR14 in zone 220 and divides the cockpit from the passenger cabin. The cockpit door also has a Cockpit Door Lock System (CDLS) to open it electrically.
The cockpit door is installed between FR13 and FR14 in zone 220 and divides the cockpit from the passenger cabin. The cockpit door also has a Cockpit Door Lock System (CDLS) to open it electrically. Also there is an electrical override system (referred to as back-up system) to make sure that the aircraft can fly in a Master Minimum Equipment List (MMEL) condition.
2. Component Location
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL | ------------------------------------------------------------------------------- |
| FIN I FUNCTIONAL DESIGNATION I PANELIZONEIACCESS I ATA |
| I I I I DOOR I REF. |
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| 22MQ INDICATION LIGHT 119VU 210 831/841 52-51-00 |
| 23MQ BUZZER 211HC 210 831/841 52-51-14 |
| 24MQ CONTROL UNIT 20VU 210 831/841 52-51-13 |
| 25MQ KEYPAD 221 831/841 52-51-15 |
| 26MQ TOGGLE SWITCH UNLOCK/NORM/LOCK 119VU 210 831/841 52-51-00 |
| 30MQ TOP ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
| 31MQ MID ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
| 32MQ BOT ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
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| FIN I FUNCTIONAL DESIGNATION I PANELIZONEIACCESS I ATA |
| I I I I DOOR I REF. |
| ------------------------------------------------------------------------------- |
| 21MQ SWITCH NORM/BKUP/OFF 45VU 210 831/841 52-51-00 |
| 22MQ INDICATION LIGHT 119VU 210 831/841 52-51-00 |
| 23MQ BUZZER 211HC 210 831/841 52-51-14 |
| 24MQ CONTROL UNIT 20VU 210 831/841 52-51-13 |
| 25MQ KEYPAD 221 831/841 52-51-15 |
| 26MQ TOGGLE SWITCH UNLOCK/NORM/LOCK 119VU 210 831/841 52-51-00 |
| 27MQ PUSHBUTTON SWITCH 45VU 210 831/841 52-51-00 |
| 28MQ CONTROL UNIT 50VU 210 831/841 52-51-16 |
| 30MQ TOP ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
| 31MQ MID ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
| 32MQ BOT ELECTRICAL RELEASE STRIKE 221 831/841 52-51-12 |
3. Description
A. Cockpit Door
The cockpit door is installed in the fixed partition between FR13 and FR14 (zone 220). It opens into the flight direction and a magnetic door stop keeps it in its fully open position.
The manually operated three latch mechanism keeps the cockpit door in the closed position.
Its top, center and bottom latch mechanisms engage with the related electrical release strikes installed opposite in the lavatory wall.
In case of an emergency, the cockpit crew can go out of the cockpit through the door escape hatch. They can manually open the hatch against the flight direction.
The cockpit door is installed in the fixed partition between FR13 and FR14 (zone 220). It opens into the flight direction and a magnetic door stop keeps it in its fully open position.
The manually operated three latch mechanism keeps the cockpit door in the closed position. Its top, center and bottom latch mechanisms engage with the related electrical release strikes installed opposite in the lavatory wall. The center electrical release-strike has a spring-loaded dead bolt assembly to lock the cockpit door mechanically if an electrical malfunction of the CDLS occurs.
In case of an emergency the cockpit crew can go out of the cockpit through the door escape hatch. They can manually open the hatch against the flight direction.
The cockpit door is installed in the fixed partition between FR13 and FR14 (zone 220). It opens into the flight direction and a magnetic door stop keeps it in its fully open position.
The manually operated three latch mechanism keeps the cockpit door in the closed position.
Its top, center and bottom latch mechanisms engage with the related electrical release strikes installed opposite in the lavatory wall.
In case of an emergency, the cockpit crew can go out of the cockpit through the door escape hatch. They can manually open the hatch against the flight direction.
The cockpit door is installed in the fixed partition between FR13 and FR14 (zone 220). It opens into the flight direction and a magnetic door stop keeps it in its fully open position.
The manually operated three latch mechanism keeps the cockpit door in the closed position. Its top, center and bottom latch mechanisms engage with the related electrical release strikes installed opposite in the lavatory wall. The center electrical release-strike has a spring-loaded dead bolt assembly to lock the cockpit door mechanically if an electrical malfunction of the CDLS occurs.
In case of an emergency the cockpit crew can go out of the cockpit through the door escape hatch. They can manually open the hatch against the flight direction.
B. Cockpit Door-Lock System
(1) The Cockpit Door-Lock System (CDLS)
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. The cockpit door is in the locked condition when the CDLS is energized with electrical power. This electrical power comes from the normal busbar 204PP through the circuit breaker 1MQ at the circuit breaker panel 122VU.
If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a it is necessary for a person to go into the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ operate. Then the electrical release strikes de-energize and the cockpit door is unlocked if there is a rapid decompression.
If a fault occurs in the CDLS the subsequent indication lights come on:
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a it is necessary for a person to go into the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ operate. Then the electrical release strikes de-energize and the cockpit door is unlocked if there is a rapid decompression.
If a fault occurs in the CDLS the subsequent indication lights come on:
- the amber FAULT indication light 22MQ and the LEDs CHAN 1 or CHAN 2 of the control unit 24MQ show that the applicable pressure sensor is unserviceable.
It is usual that these lights can come on when the pressurization test of the fuselage is in progress. When the pressure decreases these lights go off and the CDLS is operative again. - the amber FAULT indication light 22MQ and the LEDs TOP, MID or BOT STRIKE of the control unit 24MQ show that the applicable electrical release strike is unserviceable.
(2) The Cockpit Door Lock-System (CDLS) with the Back-Up System
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. Additionally there is a back-up system which is activated if a malfunction in the CDLS occurs. The cockpit door is in the locked condition when the CDLS is energized with electrical power.
Normally this electrical power comes from the normal busbar 204PP through the circuit breaker 1MQ at the circuit breaker panel 122VU.
When the guarded switch 21MQ is set into its OFF position the CDLS is not energized with electrical power. The cockpit door then is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person requests access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ will operate. Then the electrical release strikes will de-energize and the cockpit door will unlock in the case of a rapid decompression.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
To override an inadvertant malfunction of the CDLS the cockpit crew must set the guarded switch 21MQ into the BKUP position. Then the OPEN/FAULT light 22MQ, the control unit 24MQ and the toggle switch 26MQ are without power. Furthermore the key pad is without function.
At the same time electrical power comes from the normal busbar 103PP through the circuit breaker 4MQ at the circuit breaker panel 122VU. This causes:
At the same time the relays 12MQ and 13MQ operate so that the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ are de-energized.
Then the cockpit door is in the unlocked condition.
If a rapid decompression occurs in the cabin the two pressure sensors in the control unit 28MQ will operate. Then the solenoids of the electrical release strikes will de-energize and the cockpit door will unlock.
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. Additionally there is a back-up system which is activated if a malfunction in the CDLS occurs. The cockpit door is in the locked condition when the CDLS is energized with electrical power.
Normally this electrical power comes from the normal busbar 204PP through the circuit breaker 1MQ at the circuit breaker panel 122VU.
When the guarded switch 21MQ is set into its OFF position the CDLS is not energized with electrical power. The cockpit door then is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person requests access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ will operate. Then the electrical release strikes will de-energize and the cockpit door will unlock in the case of a rapid decompression.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
- the amber FAULT indication light 22MQ and the LED's CHAN 1 or CHAN 2 of the control unit 24MQ show that the applicable pressure sensor is unserviceable.
It is a normal system behavior that these lights may come on when the pressurization test of the fuselage is in progress. When the pressure decreases these lights go off and the CDLS is operative again. - the amber FAULT indication light 22MQ and the LED's TOP, MID or BOT STRIKE of the control unit 24MQ show that the applicable electrical release strike is unserviceable.
To override an inadvertant malfunction of the CDLS the cockpit crew must set the guarded switch 21MQ into the BKUP position. Then the OPEN/FAULT light 22MQ, the control unit 24MQ and the toggle switch 26MQ are without power. Furthermore the key pad is without function.
At the same time electrical power comes from the normal busbar 103PP through the circuit breaker 4MQ at the circuit breaker panel 122VU. This causes:
- the control unit 28MQ to supply with electrical power and
- the relays 12MQ and 13MQ to energize so that the electrical release strikes remain energized.
At the same time the relays 12MQ and 13MQ operate so that the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ are de-energized.
Then the cockpit door is in the unlocked condition.
If a rapid decompression occurs in the cabin the two pressure sensors in the control unit 28MQ will operate. Then the solenoids of the electrical release strikes will de-energize and the cockpit door will unlock.
(3) The Cockpit Door-Lock System (CDLS)
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. The cockpit door is in the locked condition when the CDLS is energized with electrical power. This electrical power comes from the normal busbar 204PP through the monitored circuit breaker 1MQ at the circuit breaker panel 122VU. If the monitored circuit breaker 1MQ trips (open) this causes a warning in the SDAC and the indication on the ECAM system. The ENGINE/WARNING display of the Upper Ecam Display panel shows then the message: "C/B TRIPPED"
If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person requests access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ operate. Then the electrical release strikes de-energize and the cockpit door is unlocked in the case of a rapid decompression.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person requests access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is in the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition .
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the control unit 24MQ operate. Then the electrical release strikes de-energize and the cockpit door is unlocked in the case of a rapid decompression.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
- the amber FAULT indication light 22MQ and the LED's CHAN 1 or CHAN 2 of the control unit 24MQ show that the applicable pressure sensor is unserviceable.
It is a normal system behavior that these lights may come on when the pressurization test of the fuselage is in progress. When the pressure decreases these lights go off and the CDLS is operative again. - the amber FAULT indication light 22MQ and the LED's TOP, MID or BOT STRIKE of the control unit 24MQ show that the applicable electrical release strike is unserviceable.
(4) The Cockpit Door-Lock System (CDLS)
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. The cockpit door is in the locked condition when the CDLS is electrically energized. The electrical supply is from the normal busbar 204PP through the monitored circuit breaker 1MQ at the circuit breaker panel 122VU. If the monitored circuit breaker 1MQ trips (open) this causes a warning in the SDAC and an indication on the ECAM system. The ENGINE/WARNING display of the upper ECAM display panel shows the message: "C/B TRIPPED".
If the CDLS is not energized, the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that it is necessary for a person to access the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is set to the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then sends an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition.
In the case of a rapid decompression in the cockpit the pressure sensors 24MQ operate. This signal de-energizes the solenoids to unlock the cockpit door.
The control unit 24MQ automatically deenergizes the electrical release strikes to prevent an overheat condition. This can occur if the electrical release strikes cannot send a locked-signal in a specified time.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL Component Location of the Cockpit Door-Lock System around the Cockpit Door ** ON A/C NOT FOR ALL If the CDLS is not energized, the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that it is necessary for a person to access the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is set to the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then sends an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in the unlocked condition.
In the case of a rapid decompression in the cockpit the pressure sensors 24MQ operate. This signal de-energizes the solenoids to unlock the cockpit door.
The control unit 24MQ automatically deenergizes the electrical release strikes to prevent an overheat condition. This can occur if the electrical release strikes cannot send a locked-signal in a specified time.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
- The amber FAULT indication light 22MQ and the LED's CHAN 1 or CHAN 2 of the control unit 24MQ show that the applicable pressure sensor is unserviceable.
It is a normal that these lights can come on when the pressurization test of the fuselage is in progress. When the pressure decreases these lights go off and the CDLS operates again. - The amber FAULT indication light 22MQ and the LED's TOP, MID or BOT STRIKE of the control unit 24MQ show that the applicable electrical release strike is unserviceable.
(5) The Cockpit Door Lock-System (CDLS) with the Back-Up System
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. A back-up system is added which is activated if a malfunction in the CDLS occurs. The cockpit door is in the locked condition when the CDLS is energized with electrical power.
Normally this electrical power comes from the normal busbar 204PP through the monitored circuit breaker 1MQ at the circuit breaker panel 122VU. If the monitored circuit breaker 1MQ trips (open) this causes a warning in the SDAC and the indication on the ECAM system. The ENGINE/WARNING display of the upper ECAM display panel shows then the message: "C/B TRIPPED".
When the switch 21MQ is set to the OFF position, the CDLS is not energized with electrical power. The cockpit door is then in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person wants access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is set to the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then sends an output signal. This signal de-energizes the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ and the cockpit door is in the unlocked condition .
In the case of a rapid decompression in the cockpit the pressure sensors 24MQ operate. This signal de-energizes the solenoids to unlock the cockpit door.
The control unit 24MQ automatically switches the power to the electrical release strikes off to prevent an overheat condition. This can occur if the electrical release strikes can not send a locked-signal in a specified time.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
To override an inadvertant malfunction of the CDLS the cockpit crew must set the guarded switch 21MQ into the BKUP position. Then the OPEN/FAULT light 22MQ, the control unit 24MQ and the toggle switch 26MQ are without power. The key pad will not operate at this time.
At the same time electrical power comes from the normal busbar 103PP through the monitored circuit breaker 4MQ at the circuit breaker panel 122VU. This causes:
When the pushbutton switch 27MQ on the overhead panel 45VU is pressed it sends an UNLOCK signal to the control unit 28MQ. The control unit 28MQ in the overhead panel 20VU sends an output signal.
At the same time the relays 12MQ and 13MQ operate and the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ are de-energized.
The cockpit door is then in the unlocked condition.
If a rapid decompression occurs in the cabin the two pressure sensors in the control unit 28MQ will operate. The solenoids of the electrical release strikes will de-energize and the cockpit door will unlock.
The cockpit door has an electro-mechanically operated release system (CDLS) for the cockpit security. A back-up system is added which is activated if a malfunction in the CDLS occurs. The cockpit door is in the locked condition when the CDLS is energized with electrical power.
Normally this electrical power comes from the normal busbar 204PP through the monitored circuit breaker 1MQ at the circuit breaker panel 122VU. If the monitored circuit breaker 1MQ trips (open) this causes a warning in the SDAC and the indication on the ECAM system. The ENGINE/WARNING display of the upper ECAM display panel shows then the message: "C/B TRIPPED".
When the switch 21MQ is set to the OFF position, the CDLS is not energized with electrical power. The cockpit door is then in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH causes the buzzer 23MQ to operate. This tells the cockpit crew that a person wants access to the cockpit.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the control unit 24MQ when it is set to the UNLOCKED position. The control unit 24MQ in the overhead panel 20VU then sends an output signal. This signal de-energizes the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ and the cockpit door is in the unlocked condition .
In the case of a rapid decompression in the cockpit the pressure sensors 24MQ operate. This signal de-energizes the solenoids to unlock the cockpit door.
The control unit 24MQ automatically switches the power to the electrical release strikes off to prevent an overheat condition. This can occur if the electrical release strikes can not send a locked-signal in a specified time.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
- The amber FAULT indication light 22MQ and the LED's CHAN 1 or CHAN 2 of the control unit 24MQ show that the applicable pressure sensor is unserviceable.
It is a normal system behavior that these lights may come on when the pressurization test of the fuselage is in progress. When the pressure decreases these lights go off and the CDLS is operative again. - the amber FAULT indication light 22MQ and the LED's TOP, MID or BOT STRIKE of the control unit 24MQ show that the applicable electrical release strike is unserviceable.
To override an inadvertant malfunction of the CDLS the cockpit crew must set the guarded switch 21MQ into the BKUP position. Then the OPEN/FAULT light 22MQ, the control unit 24MQ and the toggle switch 26MQ are without power. The key pad will not operate at this time.
At the same time electrical power comes from the normal busbar 103PP through the monitored circuit breaker 4MQ at the circuit breaker panel 122VU. This causes:
- The control unit 28MQ to supply electrical power and
- The relays 12MQ and 13MQ to energize so that the electrical release strikes remain energized.
When the pushbutton switch 27MQ on the overhead panel 45VU is pressed it sends an UNLOCK signal to the control unit 28MQ. The control unit 28MQ in the overhead panel 20VU sends an output signal.
At the same time the relays 12MQ and 13MQ operate and the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ are de-energized.
The cockpit door is then in the unlocked condition.
If a rapid decompression occurs in the cabin the two pressure sensors in the control unit 28MQ will operate. The solenoids of the electrical release strikes will de-energize and the cockpit door will unlock.
4. Component Description
A. Single Components of the Cockpit Door
(a) Door Structure
The cockpit door structure is a honeycomb core bonded between prepreg sheets. An armoured plate with the same decor as the passenger cabin lining is installed on each side of the door. The door has a cut-out section for the installation of a door escape hatch.
On the cockpit door there is an upper hinge which is attached with screws to the cockpit structure. The bottom of the cockpit door has an attachment fitting which engages with the cockpit floor structure.
Furthermore a door handle and a spyglass are installed on the cockpit door.
Due to 'airworthiness' reason it is not allowed to attach any additional rigid parts or similar attachments to the reinforced cockpit door. The rigid parts and attachments can have a negative impact if the cockpit door opens during a rapid decompression.
The cockpit door structure is a honeycomb core bonded between prepreg sheets. An armoured plate with the same decor as the passenger cabin lining is installed on each side of the door. The door has a cut-out section for the installation of a door escape hatch.
On the cockpit door there is an upper hinge which is attached with screws to the cockpit structure. The bottom of the cockpit door has an attachment fitting which engages with the cockpit floor structure.
Furthermore a door handle and a spyglass are installed on the cockpit door.
Due to 'airworthiness' reason it is not allowed to attach any additional rigid parts or similar attachments to the reinforced cockpit door. The rigid parts and attachments can have a negative impact if the cockpit door opens during a rapid decompression.
(b) Door Escape Hatch
The door escape hatch (referred to as the hatch) is a honeycomb core bonded between prepreg sheets. Two aluminum plates with the same decor as the passenger cabin lining are installed on each side to prevent damage. Furthermore, two pip-pin fittings are installed on the inner side of the hatch.
The hatch is installed into the cut-out section of the cockpit door. The two pip-pins engage with the related brackets of the door structure to keep the hatch in position.
The door escape hatch (referred to as the hatch) is a honeycomb core bonded between prepreg sheets. Two aluminum plates with the same decor as the passenger cabin lining are installed on each side to prevent damage. Furthermore, two pip-pin fittings are installed on the inner side of the hatch.
The hatch is installed into the cut-out section of the cockpit door. The two pip-pins engage with the related brackets of the door structure to keep the hatch in position.
(c) The Three Latch Mechanism
The top, center and bottom latch mechanisms are installed on the inner side of the cockpit door. The center latch mechanism has a spring-loaded D-ring assembly which when turned, extends or retracts its internal latch tenon.
The adjustable tie-rods connect the three latch mechanisms together to make sure that their internal tenons move at the same time. The extended tenons engage with the catch of the electrical release strikes so that the cockpit door is locked.
The top, center and bottom latch mechanisms are installed on the inner side of the cockpit door. The center latch mechanism has a spring-loaded D-ring assembly which when turned, extends or retracts its internal latch tenon.
The adjustable tie-rods connect the three latch mechanisms together to make sure that their internal tenons move at the same time. The extended tenons engage with the catch of the electrical release strikes so that the cockpit door is locked.
(a) Door Structure
The cockpit door structure is a honeycomb core bonded between prepreg sheets. An armoured plate with the same decor as the passenger cabin lining is installed on each side of the door. The door has a cut-out section for the installation of a door escape hatch.
On the cockpit door there is an upper hinge which is attached with screws to the cockpit structure. The bottom of the cockpit door has an attachment fitting that engages with the cockpit floor structure.
Also a door handle and a spyglass are installed on the cockpit door.
For 'airworthiness', it is not permitted to attach additional rigid parts or similar attachments to the reinforced cockpit door. The rigid parts and attachments can have a negative impact if the cockpit door opens during a rapid decompression.
The cockpit door structure is a honeycomb core bonded between prepreg sheets. An armoured plate with the same decor as the passenger cabin lining is installed on each side of the door. The door has a cut-out section for the installation of a door escape hatch.
On the cockpit door there is an upper hinge which is attached with screws to the cockpit structure. The bottom of the cockpit door has an attachment fitting that engages with the cockpit floor structure.
Also a door handle and a spyglass are installed on the cockpit door.
For 'airworthiness', it is not permitted to attach additional rigid parts or similar attachments to the reinforced cockpit door. The rigid parts and attachments can have a negative impact if the cockpit door opens during a rapid decompression.
(b) Door Escape Hatch
The door escape hatch (referred to as the hatch) is a honeycomb core bonded between prepreg sheets. Two aluminum plates with the same decor as the passenger cabin lining are installed on each side to prevent damage. Also two pip-pin fittings are installed on the inner side of the hatch.
The hatch is installed into the cut-out section of the cockpit door. The two pip-pins engage with the related brackets of the door structure to keep the hatch in position.
The door escape hatch (referred to as the hatch) is a honeycomb core bonded between prepreg sheets. Two aluminum plates with the same decor as the passenger cabin lining are installed on each side to prevent damage. Also two pip-pin fittings are installed on the inner side of the hatch.
The hatch is installed into the cut-out section of the cockpit door. The two pip-pins engage with the related brackets of the door structure to keep the hatch in position.
(c) The Three Latch Mechanisms
The top, center and bottom latch mechanisms are installed on the inner side of the cockpit door. The center latch mechanism has a spring-loaded D-ring assembly which when turned, extends or retracts its internal latch tenon.
The adjustable tie-rods connect the three latch mechanisms together to make sure that their internal tenons move at the same time. The extended tenons engage with the catch of the electrical release strikes. This causes the cockpit door to be in the locked condition.
The top, center and bottom latch mechanisms are installed on the inner side of the cockpit door. The center latch mechanism has a spring-loaded D-ring assembly which when turned, extends or retracts its internal latch tenon.
The adjustable tie-rods connect the three latch mechanisms together to make sure that their internal tenons move at the same time. The extended tenons engage with the catch of the electrical release strikes. This causes the cockpit door to be in the locked condition.
(d) Dead Bolt Assembly
The dead bolt assembly is installed in the housing of the center electrical release-strike. Its primary components are a spring-loaded dead bolt and a spring-loaded lock bar.
When you move the lock bar up, the spring of the dead bolt extends to move the dead bolt out. In this position, the dead bolt engages with the center latch to cause a mechanical blockage of the cockpit door. To safety the dead bolt in its extended position, the lock bar is released. The spring-loaded lock bar then moves automatically down behind the dead bolt to keep the dead bolt in position.
The dead bolt assembly is installed in the housing of the center electrical release-strike. Its primary components are a spring-loaded dead bolt and a spring-loaded lock bar.
When you move the lock bar up, the spring of the dead bolt extends to move the dead bolt out. In this position, the dead bolt engages with the center latch to cause a mechanical blockage of the cockpit door. To safety the dead bolt in its extended position, the lock bar is released. The spring-loaded lock bar then moves automatically down behind the dead bolt to keep the dead bolt in position.
B. Components of the Cockpit Door Lock-System
(1) Indication Light 22MQ
The indication light 22MQ is installed in the COCKPIT DOOR panel 119VU of the center pedestal.
The indication light 22MQ is divided into the OPEN legend and the FAULT legend. The OPEN legend comes on in amber when the cockpit door is opened. The FAULT legend also comes on in amber when there is a malfunction in the CDLS.
The indication light 22MQ is installed in the COCKPIT DOOR panel 119VU of the center pedestal.
The indication light 22MQ is divided into the OPEN legend and the FAULT legend. The OPEN legend comes on in amber when the cockpit door is opened. The FAULT legend also comes on in amber when there is a malfunction in the CDLS.
(2) Key pad 25MQ
The key pad 25MQ is an electronic unit, installed at the forward attendant panel 120RH. There are two LED's (red and green) and twelve pushbutton switches with the legends 0 thru 9, '*' and '#' on the front face.
The logic of the key pad is divided into the "Routine Access" and the "Emergency Access". For the "Routine Access" you must enter the "#" pushbutton (or a numbered pushbutton plus the "#" pushbutton) to announce the access to the cockpit. For the "Emergency Access" you must enter the numerical emergency entry code and the "#" pushbutton.
The green LED comes on when the flight crew allows entry into the cockpit. The red LED comes on when the flight crew does not allow entry into the cockpit.
The key pad 25MQ is an electronic unit, installed at the forward attendant panel 120RH. There are two LED's (red and green) and twelve pushbutton switches with the legends 0 thru 9, '*' and '#' on the front face.
The logic of the key pad is divided into the "Routine Access" and the "Emergency Access". For the "Routine Access" you must enter the "#" pushbutton (or a numbered pushbutton plus the "#" pushbutton) to announce the access to the cockpit. For the "Emergency Access" you must enter the numerical emergency entry code and the "#" pushbutton.
The green LED comes on when the flight crew allows entry into the cockpit. The red LED comes on when the flight crew does not allow entry into the cockpit.
(3) Buzzer 23MQ
The electrical buzzer 23MQ is installed in the ceiling panel 211HC of the cockpit. A signal from the control unit 24MQ operates the buzzer.
The electrical buzzer 23MQ is installed in the ceiling panel 211HC of the cockpit. A signal from the control unit 24MQ operates the buzzer.
(4) Toggle Switch 26MQ
The toggle switch 26MQ, installed in the COCKPIT DOOR panel 119VU is a three position switch (UNLOCK, NORM and LOCK). The toggle switch is spring-loaded so that it returns to the NORM position automatically.
The position NORM is the neutral position in which the closed cockpit door is automatically locked. In the UNLOCK position, the cockpit door is released so that you can push it open. When you select this function it overrides or resets any previous operations. In the LOCK position the operation of the buzzer 23MQ and the keypad 25MQ is cancelled. After a pre-selected time between 5 min. and 15 min. the operation is possible again.
The toggle switch 26MQ, installed in the COCKPIT DOOR panel 119VU is a three position switch (UNLOCK, NORM and LOCK). The toggle switch is spring-loaded so that it returns to the NORM position automatically.
The position NORM is the neutral position in which the closed cockpit door is automatically locked. In the UNLOCK position, the cockpit door is released so that you can push it open. When you select this function it overrides or resets any previous operations. In the LOCK position the operation of the buzzer 23MQ and the keypad 25MQ is cancelled. After a pre-selected time between 5 min. and 15 min. the operation is possible again.
(5) Top, Center and Bottom Electrical Release Strikes 30MQ, 31MQ and 32MQ
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
When the hold coil is also de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All the electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. Then, the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch if the push coil stays energized.
The center electrical release strike (31MQ) has two external microswitches installed on the housing. One microswitch monitors the closed and locked condition of the center latch mechanism. When its tenon disengages from the catch,this causes the OPEN legend of the indication light 22MQ to come on. The other microswitch monitors the position of the catch to show an incorrectly locked condition. This can occur if the still extended plunger blocks the operated catch and prevents its movement.
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
- one coil (referred to as the push coil) pushes the plunger to the extended position
- the other coil (referred to as the hold coil) holds the plunger in the extended position
- the high-energy spring pulls the plunger to the retracted position, when the hold coil is de-energized.
When the hold coil is also de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All the electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. Then, the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch if the push coil stays energized.
The center electrical release strike (31MQ) has two external microswitches installed on the housing. One microswitch monitors the closed and locked condition of the center latch mechanism. When its tenon disengages from the catch,this causes the OPEN legend of the indication light 22MQ to come on. The other microswitch monitors the position of the catch to show an incorrectly locked condition. This can occur if the still extended plunger blocks the operated catch and prevents its movement.
(6) Control Unit 24MQ
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which starts the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The microprocessor of the control unit receives signals from:
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which starts the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The microprocessor of the control unit receives signals from:
- the toggle switch 26MQ
- the key pad 25MQ.
- the buzzer 23MQ
- the indication light 22MQ
- the green or red LED of the key pad 25MQ
- the solenoids of the three electrical release strikes 30MQ, 31MQ and 32MQ.
(7) Top, Center and Bottom Electrical Release Strikes 30MQ, 31MQ and 32MQ
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
When the hold coil is also de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. Then, the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch because the push coil stays energized.
The center electrical release strike (31MQ) also has an external microswitch to monitor the condition of the center latch mechanism. When its tenon disengages from the catch, this causes the OPEN legend of the indication light 22MQ to come on.
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
- one coil (referred to as the push coil) pushes the plunger to the extended position
- the other coil (referred to as the hold coil) holds the plunger in the extended position
- the high-energy spring pulls the plunger to the retracted position, when the hold coil is de-energized.
When the hold coil is also de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. Then, the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch because the push coil stays energized.
The center electrical release strike (31MQ) also has an external microswitch to monitor the condition of the center latch mechanism. When its tenon disengages from the catch, this causes the OPEN legend of the indication light 22MQ to come on.
(8) Control Unit 24MQ
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which start the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The microprocessor of the control unit receives signals from:
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which start the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The microprocessor of the control unit receives signals from:
- the toggle switch 26MQ
- the key pad 25MQ.
- the buzzer 23MQ
- the indication light 22MQ
- the green or red LED of the key pad 25MQ
- the solenoids of the three electrical release strikes 30MQ, 31MQ and 32MQ.
(9) The Top, Center and Bottom Electrical Release Strikes 30MQ, 31MQ and 32MQ
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
When the hold coil is de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All the electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. When a signal is received the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch if the push coil stays energized.
The center electrical release strike (31MQ) has two external microswitches installed on the housing. One microswitch monitors the closed and locked condition of the center latch mechanism. When its tenon disengages from the catch, this causes the OPEN legend of the indication light 22MQ to come on. The other microswitch monitors the position of the catch to show an incorrectly locked condition. This can occur if the still extended plunger blocks the operated catch and prevents its movement.
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the lavatory side wall opposite to the door latch mechanisms.
Each electrical release strike has an aluminium housing which includes the solenoid, the plunger, the catch and the Polymer Positive Temperature-Coefficient (PPTC) assembly.
The solenoid has two coils and one high-energy spring:
- One coil (referred to as the push coil) pushes the plunger to the extended position
- The other coil (referred to as the hold coil) holds the plunger in the extended position
- The high-energy spring pulls the plunger to the retracted position, when the hold coil is de-energized.
When the hold coil is de-energized, the high-energy spring retracts and the plunger moves quickly to the retracted position.
All the electrical release strikes have an internal sensor, which operates the solenoid when it receives an applicable signal. When a signal is received the plunger extends and the catch is blocked or it retracts and the catch is free.
The PPTC assembly is a thermal fuse that prevents an overheat condition of the solenoid. This malfunction can occur during a blockage of the catch if the push coil stays energized.
The center electrical release strike (31MQ) has two external microswitches installed on the housing. One microswitch monitors the closed and locked condition of the center latch mechanism. When its tenon disengages from the catch, this causes the OPEN legend of the indication light 22MQ to come on. The other microswitch monitors the position of the catch to show an incorrectly locked condition. This can occur if the still extended plunger blocks the operated catch and prevents its movement.
(10) Control Unit 24MQ
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which starts the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The control unit 24MQ automatically switches the power to the electrical release strikes off to prevent an overheat condition. This can occur if the electrical release strikes can not send a locked-signal in a specified time.
The microprocessor of the control unit receives signals from:
The control unit 24MQ is installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access control) of the cockpit door lock-system. It has two internal pressure sensors which starts the fault logic sequence if a rapid decompression in the cockpit occurs. This can also occur during the pressurization test of the fuselage.
The control unit 24MQ automatically switches the power to the electrical release strikes off to prevent an overheat condition. This can occur if the electrical release strikes can not send a locked-signal in a specified time.
The microprocessor of the control unit receives signals from:
- The toggle switch 26MQ
- The key pad 25MQ.
- The buzzer 23MQ
- The indication light 22MQ
- The green or red LED of the key pad 25MQ
- The solenoids of the three electrical release strikes 30MQ, 31MQ and 32MQ.
(1) Control Unit 28MQ
The control unit 28MQ is also installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications) of the back-up system. It has two internal pressure sensors which operate if a rapid decompression in the cockpit occurs.
The microprocessor of the control unit receives the UNLOCK signals from the pushbutton switch 27MQ when it is pressed.
The microprocessor sends a signal to operate:
The control unit 28MQ is also installed in the overhead panel 20VU. This panel has the white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications) of the back-up system. It has two internal pressure sensors which operate if a rapid decompression in the cockpit occurs.
The microprocessor of the control unit receives the UNLOCK signals from the pushbutton switch 27MQ when it is pressed.
The microprocessor sends a signal to operate:
- the OPEN/FAULT indication light of the pushbutton switch 27MQ.
- the solenoids of the three electrical release strikes 30MQ, 31MQ and 32MQ.
(2) Switch NORM/BKUP/OFF 21MQ
The guarded switch 21MQ is installed in the CKPT DOOR BKUP panel 45VU of the overhead panel 20VU.
In the normal ON position the switch supplies the CDLS with electrical power from the circuit breaker 1MQ (normal busbar 204PP).
In the BKUP position the switch supplies the back-up system with electrical power from the circuit breaker 4MQ (normal busbar 103PP).
In the OFF position the CDLS is without electrical power so that the cockpit door is in the unlocked condition.
The guarded switch 21MQ is installed in the CKPT DOOR BKUP panel 45VU of the overhead panel 20VU.
In the normal ON position the switch supplies the CDLS with electrical power from the circuit breaker 1MQ (normal busbar 204PP).
In the BKUP position the switch supplies the back-up system with electrical power from the circuit breaker 4MQ (normal busbar 103PP).
In the OFF position the CDLS is without electrical power so that the cockpit door is in the unlocked condition.
(3) Pushbuttom Switch 27MQ
The pushbuttom switch 27MQ is installed in the CKPT DOOR BKUP panel 45VU of the overhead panel 20VU.
The pushbuttom switch has an indication light which is divided in the OPEN legend and FAULT legend. When the pushbuttom is pressed this supplies the control unit 28MQ with the UNLOCK signal.
The pushbuttom switch 27MQ is installed in the CKPT DOOR BKUP panel 45VU of the overhead panel 20VU.
The pushbuttom switch has an indication light which is divided in the OPEN legend and FAULT legend. When the pushbuttom is pressed this supplies the control unit 28MQ with the UNLOCK signal.
5. Operation
A. Operation of the Cockpit Door
(1) Normal Mode
NOTE: If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition. When you then push the cockpit door in the flight direction it opens.
(a) Routine Access into the Cockpit Door from the Cabin Side
Enter the numerical routine access code and push the "#" key on the keypad 25MQ. Then the buzzer 23MQ sounds which tells the flight crew that an access into the cockpit is requested.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the UNLOCK position this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. Then the amber OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on. This shows that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position this causes:
In this case the operation of the key pad 25MQ and the buzzer 23MQ is prevented during a defined time (adjustable between 5min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Enter the numerical routine access code and push the "#" key on the keypad 25MQ. Then the buzzer 23MQ sounds which tells the flight crew that an access into the cockpit is requested.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the UNLOCK position this causes:
- the control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then the plungers retract so that they do not block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ so that its green LED comes on.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. Then the amber OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on. This shows that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position this causes:
- the control unit 24MQ to energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ and its red LED comes on.
In this case the operation of the key pad 25MQ and the buzzer 23MQ is prevented during a defined time (adjustable between 5min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
(b) Opening of the Cockpit Door from the Cockpit Side
Lift and turn the D-ring of the center latch mechanism through 90 degrees until its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and you can open the cockpit door.
Lift and turn the D-ring of the center latch mechanism through 90 degrees until its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and you can open the cockpit door.
(2) Normal Mode
(a) Routine Access into the Cockpit Door from the Cabin Side
Enter the numerical routine access code and push the "#" key on the keypad 25MQ. Then the buzzer 23MQ sounds which tells the flight crew that an access into the cockpit is requested.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the UNLOCK position this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. Then the amber OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on. This shows that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position this causes:
In this condition the operation of the key pad 25MQ and the buzzer 23MQ is prevented during a defined time (adjustable between 5 min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Enter the numerical routine access code and push the "#" key on the keypad 25MQ. Then the buzzer 23MQ sounds which tells the flight crew that an access into the cockpit is requested.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the UNLOCK position this causes:
- The control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then the plungers retract and the catches are not mechanical blocked.
- The control unit 24MQ to send a signal to the key pad 25MQ and its green LED comes on.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. Then the amber OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on. This shows that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position this causes:
- The control unit 24MQ to energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their catches.
- The control unit 24MQ to send a signal to the key pad 25MQ and its red LED comes on.
In this condition the operation of the key pad 25MQ and the buzzer 23MQ is prevented during a defined time (adjustable between 5 min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
(b) Opening of the Cockpit Door from the Cockpit Side
Lift and turn the D-ring of the center latch mechanism through 90 degrees until its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and you can open the cockpit door.
Lift and turn the D-ring of the center latch mechanism through 90 degrees until its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and you can open the cockpit door.
B. Emergency Mode
(1) Emergency Access into the Cockpit Door from the Cabin Side
Enter the numerical emergency access code and push the "#" key on the keypad 25MQ. This causes the buzzer 23MQ to come on continuously and the green LED on the key pad 25MQ to flash. Furthermore the OPEN indication light 22MQ on the COCKPIT PANEL 119VU flashes in amber.
When the flight crew does not operate the toggle switch 26MQ on the COCKPIT DOOR panel 119VU within a defined time (between 15 sec. and 2 min) this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ within a defined time (between 15 sec. and 2 min) to the UNLOCKED position this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position within a defined time (adjustable between 15 sec. and 2 min) this causes:
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Opening of the Cockpit Door from the Cockpit Side
This procedure is the same as described in para 5.A.(2).
Removal of the Door Escape Hatch in Case of an Emergency in the Cockpit
Disengage the two pip-pins from the pip-pin brackets of the cockpit door to release the door escape hatch. Then push it to the rear direction so that the cut-out section of the cockpit door is free.
Enter the numerical emergency access code and push the "#" key on the keypad 25MQ. This causes the buzzer 23MQ to come on continuously and the green LED on the key pad 25MQ to flash. Furthermore the OPEN indication light 22MQ on the COCKPIT PANEL 119VU flashes in amber.
When the flight crew does not operate the toggle switch 26MQ on the COCKPIT DOOR panel 119VU within a defined time (between 15 sec. and 2 min) this causes:
- the control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. This causes the plungers to retract so that they do not block their catches for 5 sec.
- the control unit 24MQ to send a signal to the key pad 25MQ. This causes the green LED to come on for 5 sec.
- the OPEN indication light 22MQ to come on in amber for 5 sec.
- the buzzer 23MQ to go off.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ within a defined time (between 15 sec. and 2 min) to the UNLOCKED position this causes:
- the control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. This causes their plungers to retract so that they do not block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ so that its green LED comes on.
- the buzzer 23MQ to go off.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position within a defined time (adjustable between 15 sec. and 2 min) this causes:
- the control unit 24MQ to energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ so that its red LED comes on. This shows that the cockpit door is locked and an access into the cockpit is not given.
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Opening of the Cockpit Door from the Cockpit Side
This procedure is the same as described in para 5.A.(2).
Removal of the Door Escape Hatch in Case of an Emergency in the Cockpit
Disengage the two pip-pins from the pip-pin brackets of the cockpit door to release the door escape hatch. Then push it to the rear direction so that the cut-out section of the cockpit door is free.
(2) Emergency Access into the Cockpit Door from the Cabin Side
Enter the numerical emergency access code and push the "#" key on the keypad 25MQ. This causes the buzzer 23MQ to come on continuously and the green LED on the key pad 25MQ to flash. Furthermore the OPEN indication light 22MQ on the COCKPIT PANEL 119VU flashes in amber.
When the flight crew does not operate the toggle switch 26MQ on the COCKPIT DOOR panel 119VU within a defined time (between 15 sec. and 2 min) this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ within a defined time (between 15 sec. and 2 min) to the UNLOCKED position this causes:
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position within a defined time (adjustable between 15 sec. and 2 min) this causes:
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Opening of the Cockpit Door from the Cockpit Side
This procedure is the same as described in para 5.A.(2).
Removal of the Door Escape Hatch in Case of an Emergency in the Cockpit
Disengage the two pip-pins from the pip-pin brackets of the cockpit door to release the door escape hatch. Then push it to the rear direction so that the cut-out section of the cockpit door is free.
Override Mode
Remove the guard and set the NORM/BKUP/OFF switch 21MQ into the BKUP position to start the back-up system. This causes :
Enter the numerical emergency access code and push the "#" key on the keypad 25MQ. This causes the buzzer 23MQ to come on continuously and the green LED on the key pad 25MQ to flash. Furthermore the OPEN indication light 22MQ on the COCKPIT PANEL 119VU flashes in amber.
When the flight crew does not operate the toggle switch 26MQ on the COCKPIT DOOR panel 119VU within a defined time (between 15 sec. and 2 min) this causes:
- the control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. This causes the plungers to retract so that they do not block their catches for 5 sec.
- the control unit 24MQ to send a signal to the key pad 25MQ. This causes the green LED to come on for 5 sec.
- the OPEN indication light 22MQ to come on in amber for 5 sec.
- the buzzer 23MQ to go off.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ within a defined time (between 15 sec. and 2 min) to the UNLOCKED position this causes:
- the control unit 24MQ to de-energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. This causes their plungers to retract so that they do not block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ so that its green LED comes on.
- the buzzer 23MQ to go off.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel 119VU to the LOCK position within a defined time (adjustable between 15 sec. and 2 min) this causes:
- the control unit 24MQ to energize the solenoids of the electrical release strikes 30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their catches.
- the control unit 24MQ to send a signal to the key pad 25MQ so that its red LED comes on. This shows that the cockpit door is locked and an access into the cockpit is not given.
The flight crew can cancel this function when they set the toggle switch 26MQ to the UNLOCK position.
Opening of the Cockpit Door from the Cockpit Side
This procedure is the same as described in para 5.A.(2).
Removal of the Door Escape Hatch in Case of an Emergency in the Cockpit
Disengage the two pip-pins from the pip-pin brackets of the cockpit door to release the door escape hatch. Then push it to the rear direction so that the cut-out section of the cockpit door is free.
Override Mode
Remove the guard and set the NORM/BKUP/OFF switch 21MQ into the BKUP position to start the back-up system. This causes :
- the CDLS is without power but
- the solenoids of the electrical release strikes 30MQ,31MQ and 32MQ to remain energized and the cockpit door to stay locked.
Push and hold the pushbutton switch 27MQ so that the solenoids of the electrical release strikes 30MQ,31MQ and 32MQ are de-energized. Then you can open the cockpit door from the cabin side. When the cockpit door is opened then the OPEN legend of the pushbutton switch 27MQ will come on. This indication light goes off as soon as the cockpit door is closed and the pushbutton switch 27MQ is released.
When the NORM/BKUP/OFF switch 21MQ is into the OFF position during any maintenance the CDLS and the back-up system are without power. In this case the FAULT legends of the indication light 22MQ and the pushbutton switch 27MQ comes on.