51 Structure

Single Aisle
TECHNICAL TRAINING MANUAL
T1+T2 (IAE V2500) (Lvl 2&3)
STRUCTURE
This document must be used for training purposes only
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It will not be updated.
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Single Aisle TECHNICAL TRAINING MANUAL
STRUCTURE
Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Pylons/Nacelles D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Windows D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Wings D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SRM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Damage Assessment Example D/O (3) . . . . . . . . . . . . . . . . . . . . . . 204
Damage Assessment Ex. 1 Operational Scenario (3) . . . . . . . . . . . . 308
Damage Assessment Ex. 2 Operational Scenario (3) . . . . . . . . . . . . 312
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T1+T2 (IAE V2500) (Lvl 2&3) TABLE OF CONTENTS Nov 27, 2009
51 - STRUCTURE Page 1
DOORS D/O (3)

GENERAL
The fuselage has:
- 4 passenger/crew doors,
- 2 or 4, emergency exits depending on the A/C type or option,
- 2 cargo compartment doors,
- 1 bulk cargo compartment door (A320 & A321 only),
- landing gear bay doors and access doors for servicing and maintenance.
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GENERAL
DOORS D/O (3)

PASSENGER COMPARTMENT DOORS
PASSENGER/CREW DOOR
The aircraft has four type C passenger doors, located on each side of
the fuselage at frame (Fr) 16/20 and 66/68.
Normal operation of the door is possible from the inside and the
outside of the aircraft. Arming of the emergency operation is only
possible from inside.
The doors are of fail-safe, plug-type construction. The structure is of
conventional design, composed of an outer skin, frame segments and
beams. Edge members built a surrounding frame on which hinge
fittings and locking mechanisms are installed. The loads resulting
from cabin pressure are transferred by stop fittings located on each
side of the door and the frame.
All the doors include an evacuation system. The escape slides or slide
/ rafts are stowed at the lower part of the passenger/crew door.
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PASSENGER COMPARTMENT DOORS - PASSENGER/CREW DOOR
DOORS D/O (3)

PASSENGER COMPARTMENT DOORS (continued)
EMERGENCY EXIT DOORS
On A318 and A319 aircraft are two Type III overwing emergency
exits installed, one on each side of the fuselage.
The A320 aircraft has four Type III overwing emergency exit doors,
two on each side of the fuselage.
In an emergency, these exits can be opened manually.
These emergency exits are of conventional plug type construction and
contain a standard size passenger cabin window.
The A321 aircraft has four Type "C" emergency exits, one on each
side of the fuselage sections 14A and 16A, between Fr 35.1 and 35.3A
and between Fr 47.2A and 47.4. The structural design and operation
of these plug-type exits is similar to the passenger doors.
In an emergency, these exits can be opened manually; they are operated
like the passenger doors.
These emergency exits are of conventional plug-type construction.
A slide (or slide/raft) is installed in a compartment below each door.
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PASSENGER COMPARTMENT DOORS - EMERGENCY EXIT DOORS
DOORS D/O (3)

CARGO COMPARTMENT DOORS
FWD & AFT CARGO DOORS
Two doors in the lower RH side of the fuselage provide access to the
main cargo compartments.
These doors are designed to carry loads from differential pressure and
circumferential loads of the frames from the fuselage. With this
consideration, they are of conventional design and have:
- an outer and inner skins,
- an internal structure of drop-forged machined circumferential frames.
The upper ends of these frames are connected to the hinges for the
door, and the lower ends are attachment for the locking hooks. The
A318 cargo doors cutout is reduced by 534 mm (one frame pitch).
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CARGO COMPARTMENT DOORS - FWD & AFT CARGO DOORS
DOORS D/O (3)

CARGO COMPARTMENT DOORS (continued)
BULK CARGO DOOR (A320 & A321 ONLY)
The bulk cargo compartment, at the rear, has a conventional plug-type
door, located between Fr 60 and 62.
The door is operated, locked and unlocked manually and can be opened
from the outside.
It is opened by pushing inward and upward and is locked in the open
position onto the ceiling of the compartment. (In this compartment,
nets are provided to maintain the clearance for the door opening). The
weight of the door is compensated by a torsion bar. The door is
connected to the door locking warning system.
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CARGO COMPARTMENT DOORS - BULK CARGO DOOR (A320 & A321 ONLY)
DOORS D/O (3)

ACCESS & SERVICE DOORS
The access doors are installed in the aircraft for inspection of the structure
and to give access to maintenance. Service doors are installed in the
fuselage to give access to the servicing of systems.
All access and service doors are opened and closed manually.
Access and service doors are illustrated as follows:
- Avionics compartment door: there are four avionic compartment doors
like the one illustrated. This avionics compartment access door is installed
in the lower shell of the fuselage between Fr 3 and Fr 5 in a pressurized
area. The door can be opened from the inside or the outside.
- APU doors: The APU access doors are installed in the fuselage tail cone
in Zone 310. These doors are located in the lower part of the fuselage
between Fr 80A and Fr 84A. The doors give you access to the APU for
maintenance.
There are also access and service doors - not-illustrated: These doors are
located in the fuselage and belly fairing for water, waste, external power
and maintenance.
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ACCESS & SERVICE DOORS
DOORS D/O (3)

LANDING GEAR DOORS
NOSE LANDING GEAR (NLG) DOORS
Landing gear doors give protection to the landing gear when the
aircraft is in flight.
The nose and auxiliary landing gear doors have five parts:
- two forward doors, hydraulically actuated, which can be closed with
the gear in the extended or retracted position. These doors are made
from CFRP (Carbon Fiber Reinforced Plastic) sandwich materials
with a honeycomb core. They are hinged to the landing gear bay
longitudinal edges.
- two aft doors, linked to the gear by a rotating rod, which are made
from CFRP sandwich materials with an honeycomb core. The purpose
of these doors hinged to the landing gear bay rear lateral edge, is to
allow the forward doors to be retracted when the gear is extended.
- one small door (fixed door) attached to the landing gear leg is made
from aluminum alloy.
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LANDING GEAR DOORS - NOSE LANDING GEAR (NLG) DOORS
DOORS D/O (3)

LANDING GEAR DOORS (continued)
MAIN LANDING GEAR (MLG) DOORS
The main landing gear doors are made from CFRP sandwich materials
with a honeycomb core, and have three parts:
- a main door, hydraulically actuated, which is hinged to the fuselage
keel beam parallel to the aircraft center line and can be closed with
the gear in the extended or retracted position,
- a fairing attached to the gear leg (fixed fairing door),
- a small door hinged to the wing structure in the neighborhood of the
upper end of the main leg (hinged fairing door).
All doors are part of the fuselage belly fairing and wing lower surface
in closed position.
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LANDING GEAR DOORS - MAIN LANDING GEAR (MLG) DOORS
FUSELAGE D/O (3)

GENERAL
FUSELAGE LAYOUT
The fuselage is divided into five main parts:
- the nose forward fuselage (ATA 53-10-00),
- the forward fuselage (ATA 53-20-00),
- the center fuselage (ATA 53-30-00),
- the rear fuselage (ATA 53-40-00),
- and the cone/rear fuselage (ATA 53-50-00).
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GENERAL - FUSELAGE LAYOUT
FUSELAGE D/O (3)

GENERAL (continued)
FUSELAGE BREAKDOWN
Compared with the A320, the A321 forward fuselage is eight frame
bays longer (additional section 14A, extending between frames (Fr)
35 and 35.8).
The A321 rear fuselage is five frame bays longer (additional section
16A, extending between Fr 47 and Fr 47.5.
Compared with the A320, the A319 forward fuselage (section 13/14)
and the rear fuselage (section 16/17) are respectively three frame bays
and four frame bays shorter.
To fulfil an optional request of cabin capacity of at least 160
passengers on A319, a second emergency exit is installed, both side,
in section 15.
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GENERAL - FUSELAGE BREAKDOWN
FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE
GENERAL ARRANGEMENT
The nose forward fuselage includes section 11, between Fr 1 and Fr
12, and section 12, from Fr 12 to Fr 24.
The pressurized zone extends from Fr 1 to Fr 24.
The unpressurized zones are the radome, forward of Fr 1 and the nose
landing gear bay.
The structure of the nose forward fuselage has three parts:
- the forward upper structure, between Fr 1 and 11, which makes the
flight deck,
- the aft upper structure, between Fr 12 and 24, which makes the
forward part of the passenger cabin,
- the lower structure between Fr 1 and 24.
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NOSE FORWARD FUSELAGE - GENERAL ARRANGEMENT
FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE (continued)
FORWARD & AFT UPPER STRUCTURES
The forward upper structure between Fr 1 and Fr 12 includes:
- closed frames,
- opened frames at level of openings for windshield and side windows,
- the forward pressure bulkhead,
- the flight deck floor support structure including two lateral boxes,
- the skin panels and the windshield frames,
The skin panels just above and below the windshield are made of
titanium alloy for bird impact requirements.
The aft upper structure, between Fr 12 and Fr 24, is the forward
passenger compartment and contains:
- the forward passenger/crew door between Fr 16 and 20,
- conventional assembly of skin, stringers and frames,
- the floor support structure.
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NOSE FORWARD FUSELAGE - FORWARD & AFT UPPER STRUCTURES
FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE (continued)
LOWER STRUCTURE
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts.
The nose landing gear bay is shaped by three machined panels
reinforced by horizontal and vertical extruded sections attached to the
corresponding frames. The lower parts of Fr 9 and Fr 20 are the
forward and rear limits of the gear bay.
The lower fuselage comprises three skin panels. The central panel has
an opening for access between Fr 3 and 5 and the opening for the nose
landing gear bay between Fr 9 and 20.
The right hand side panel has two openings for access, between Fr 12
and 14 and Fr 21 and 23.
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NOSE FORWARD FUSELAGE - LOWER STRUCTURE
FUSELAGE D/O (3)

FORWARD FUSELAGE
GENERAL ARRANGEMENT
This area of the fuselage lies between Fr 24 and Fr 35.
It contains the front part of the passenger cabin and beneath the cabin
floor and the forward cargo compartment. The forward cargo door is
on the starboard side.
The A321 section 14A extends from Fr 35 to Fr 35.8.
Section 14A is of similar construction to section 13/14 but includes
the emergency exit cut-outs (one on each side of the fuselage) between
Fr 35.1 and Fr 35.2A.
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FORWARD FUSELAGE - GENERAL ARRANGEMENT
FUSELAGE D/O (3)

FORWARD FUSELAGE (continued)
TYPICAL STRUCTURE
This section is of conventional construction mainly composed of
chemically milled skin panels, frames made from sheet metal and
extruded stringer profiles.
The standard frames have a common Z-shaped section made from
formed sheet, which provides a continuous structural member attached
to the skin and stringers by means of sheet metal cleats.
The structure of the cabin floor has:
- cross beams,
- seat tracks,
- floor support struts,
- floor panels.
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FORWARD FUSELAGE - TYPICAL STRUCTURE
FUSELAGE D/O (3)

LONGITUDINAL SKIN JOINTS
The longitudinal joints are generally longitudinal lap joints with three
rivet - row joints.
As the skin is, in most areas, 1.6 thick, it is reinforced by bonded
doubler straps of at least 0.6 mm to allow countersunk riveting. For
chemical milled skins the maximum thickness is at least 2.2 mm in
the joint areas.
In addition, at each intersection of frames and lap joints, a 1 mm
titanium alloy strap has been added to provide good damage tolerance
capabilities.
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FORWARD FUSELAGE - LONGITUDINAL SKIN JOINTS
FUSELAGE D/O (3)

CIRCUMFERENTIAL SKIN JOINTS
At the typical joints the skin panels are connected by a circumferential
strap and three rivet rows. The stringers are coupled by joint pieces.
In the region of the circumferential joints all stringers are riveted to
the skin.
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FORWARD FUSELAGE - CIRCUMFERENTIAL SKIN JOINTS
FUSELAGE D/O (3)

CENTER FUSELAGE
GENERAL ARRANGEMENT
The fuselage center section (section 15) extends from Fr 35 to Fr 47
for A320, from Fr 35.8 to Fr 47 for A321 and from Fr 35 to Fr 47/51
for A319.
The upper section includes part of the passenger compartment.
The passenger floor structure is made of longitudinal beams, seat and
support tracks, support struts and floor panels.
The lower section is non-pressurized and integrates:
- the center wing box which extends across the width of the fuselage.
The two main frames 36 and 42 are also part of the center wing box,
- the main landing gear bay between Fr 42 and Fr 46,
- the keel beam which keeps the longitudinal structural continuity of
the lower fuselage,
- the belly fairing supporting structure, panels and doors.
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CENTER FUSELAGE - GENERAL ARRANGEMENT
FUSELAGE D/O (3)

CENTER FUSELAGE (continued)
KEEL BEAM
The longitudinal structural continuity of the lower fuselage in this
area is maintained by the keel beam.
This beam is an aluminum alloy box structure, including skins,
stringers and ribs, and provides attachments for the main landing gear
doors and door actuators.
In its center area, the keel beam side walls are connected to the
wing-box aft lower panel.
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CENTER FUSELAGE - KEEL BEAM
FUSELAGE D/O (3)

CENTER FUSELAGE (continued)
BELLY FAIRING
The belly fairing includes a substructure made of aluminum alloy
frames and webs which are attached to the fuselage via fittings and
rods.
This substructure supports the panels made of composite materials.
The belly fairing also includes the landing gear doors, external access
panels and access doors for maintenance.
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CENTER FUSELAGE - BELLY FAIRING
FUSELAGE D/O (3)

REAR FUSELAGE - A319 & A320 GENERAL
ARRANGEMENT
The rear fuselage assembly is a pressurized area, which extends from Fr
47 to Fr 70.
The A319 and A320 rear fuselage is divided into two sections (the A321
has an additional section 16A):
- section 16/17 between Fr 47 and Fr 64,
- section 18 between Fr 64 and Fr 70.
Section 16/17 is shorter by four frames than on the A320.
The upper part of the fuselage contains the aft section of the passenger
cabin and the aft passenger/crew doors located between Fr 66 and Fr 68.
The lower part contains the aft cargo compartment. The aft cargo
compartment door is installed between Fr 52A and Fr 56 (RH side); the
bulk cargo compartment door is installed between Fr 60 and Fr 62 (RH
side).
The design of section 16/17 is similar to that of forward fuselage sections
(typical skin, stringer and frame arrangement).
Skin panels of the lower area have support attachment structures for the
belly fairing rear part.
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REAR FUSELAGE - A319 & A320 GENERAL ARRANGEMENT
FUSELAGE D/O (3)

REAR FUSELAGE - A321 GENERAL ARRANGEMENT
The A321 rear fuselage assembly is a pressurized area, which extends
from Fr 47 to Fr 70.
The A321 rear fuselage is divided into three sections:
- section 16/17 and 18 which are similar to the A320,
- section 16A,
The section 16A includes the passenger cabin part in the upper section,
and beneath the cabin floor, the forward part of the rear cargo
compartment.
The section 16A is of similar construction to section 16/17 but includes
the emergency exit cut-outs (one on each side of the fuselage) between
Fr 47.2A and Fr 47.4.The slide is installed in a separate compartment
below each door.
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REAR FUSELAGE - A321 GENERAL ARRANGEMENT
FUSELAGE D/O (3)

CONE/REAR FUSELAGE
GENERAL ARRANGEMENT
This section comprises the un-pressurized part of the rear fuselage
extending from Fr 70 to Fr 87.
It includes:
- the mounting structures for the vertical and horizontal stabilizers,
- the rear pressure bulkhead,
- a support pad used during jacking operations,
- attachment structure for the tail cone, which houses the Auxiliary
Power Unit (APU).
It is divided into two main sections:
- section 19 between Fr 70 and Fr 77,
- section 19.1(tail cone) aft of Fr 77.
Section 19 is composed of chemically milled skins, riveted stringers
and frames.
The side skin panels include the horizontal stabilizer cut-out. The
lower panel has an access door for this section where a maintenance
floor is installed.
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CONE/REAR FUSELAGE - GENERAL ARRANGEMENT
FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
REAR PRESSURE BULKHEAD
The rear pressure bulkhead installed at Fr 70, divides the pressurized
rear fuselage from the cone/rear fuselage, which is not pressurized.
It is made of a spherical membrane, and four aluminum alloy sheet
segments joined together on the inner surface by means of four "I"
profile sections. Four additional "I" profile radial stiffeners are also
installed.
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CONE/REAR FUSELAGE - REAR PRESSURE BULKHEAD
FUSELAGE D/O (3)

VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are located at Fr
70, Fr 72 and Fr 74.
They have six fail safe yokes, which transmit the vertical and
longitudinal stabilizer loads into the fuselage frames via shear bolts.
Transversal loads are transmitted via rods between stabilizer and
attachment fittings.
The frame 70 is fully machined, the upper segments of frames 72 and
74 are machined from plates while the lower segments are made from
sheet metal.
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CONE/REAR FUSELAGE - VERTICAL STABILIZER ATTACHMENT FITTINGS
FUSELAGE D/O (3)

THS ATTACHMENT FITTINGS
The fuselage area between Fr 73 and Fr 77 houses the horizontal
stabilizer.
There is a large cut-out between Fr 73 and Fr 77, which is surrounded
by machined beams. A system of diagonal struts is installed on the
horizontal and vertical plane in the upper and lower areas of the cutout
to increase the rigidity of this open section.
The machined frame 77 supports the tailplane hinge bearings and the
lateral load fittings. They introduce horizontal stabilizer loads into
the fuselage structure, via the central bracing structure and the upper
and lower bracing structures.
Frame 77 also includes four lugs for the attachment of the tail cone
unit.
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CONE/REAR FUSELAGE - THS ATTACHMENT FITTINGS
FUSELAGE D/O (3)

TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the APU. This
section is connected to section 19 by means of four lugs and one
spigot.
The inner skins and forward wall of the APU compartment are made
from titanium alloy to create a fire containment compartment.
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CONE/REAR FUSELAGE - TAIL CONE
PYLONS/NACELLES D/O (3)

GENERAL
The function of the engine pylons installed under each wing is:
- to support the engine,
- to transmit the engine thrust to the aircraft,
- to enable the routing and attachment of all the systems connected with
the engine (electrical wiring, hydraulic, bleed air and fuel lines).
The nacelle gives the engine an aerodynamic shape and supports the
thrust reverser system.
Information concerning structure of the nacelle can be found within the
nacelle manufacturer documentation.
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GENERAL

PYLONS - GENERAL ARRANGEMENT
The pylon has:
- a primary structure attached to the wing and supporting the engine,
- a secondary structure, essentially fairings, housing most of the systems.
The hinge fittings of the fan cowl doors are installed on the forward
fairing (secondary structure).
The hinge fittings of thrust reverser doors are installed on the pylon box,
and another hinge (tie bar) goes through the secondary structure.
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PYLONS - GENERAL ARRANGEMENT

PYLONS PRIMARY STRUCTURE - PYLON BOX
GENERAL ARRANGEMENT
The pylon box is the primary structure. It supports the engine by two
points and is attached to the wing at three points.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - GENERAL ARRANGEMENT

PYLONS PRIMARY STRUCTURE - PYLON BOX (continued)
MAIN ASSEMBLY
The pylon box is composed of ribs, two upper spars and one lower
spar, and panels mainly made from steel and titanium alloys.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - MAIN ASSEMBLY

PYLON TO WING ATTACHMENT
The forward pylon to wing attach fitting has a double lugged fork
attachments connected to the wing fitting by means of four shackles.
This fitting located at Rib 4 is made of titanium alloy and carries
vertical loads.
The aft pylon to wing attach fitting has a single fail safe lug connected
to the wing fitting by means of two shackles. This fitting located at
Rib 10 is made of titanium alloy and carries vertical and side loads.
Immediately behind the forward attach fitting a spherical bearing
transmits the thrust to a spigot bolted to the bottom wing skin panel.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - PYLON TO WING ATTACHMENT

PYLON TO ENGINE ATTACHMENT
At The forward engine to pylon attach fitting there is a pyramid
attached to the rib and made of steel alloy.
This fitting transmits the engine thrust, side loads and vertical loads.
At The aft engine to pylon attach fitting there is an engine mount
located at Rib 3 for CFM 56-5 engine configuration or at Rib 4 for
IAE V2500 engine configuration. This fitting reacts to vertical loads,
side loads and roll movement.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - PYLON TO ENGINE ATTACHMENT

The fixed fairing is an assembling of ribs and skin panels made of
PYLONS SECONDARY STRUCTURE aluminum alloy, and includes a lower aft fairing made in inconel.
The movable fairing is hinged at Rib 14 and linked to the flap by a
GENERAL ARRANGEMENT
rod attached to the fairing by a serrated plate system.
The secondary structure is composed of: The internal structure of the movable fairing is mainly made of
- the forward fairing, aluminum alloy. The side panels are made from AFRP sandwich
- the pylon to wing center fillets, construction and the tail cone is made from AFRP or CFRP monolithic
- the aft fairing, construction.
- the lower fairing. A fairing installed under the pylon box (lower fairing) makes sure
The forward fairing can be divided into two sections; the cantilever that there is a continuity of the aerodynamic profile between the pylon
structure between Rib 01 and Rib 05, and the structure between Rib box and the engine nozzle.
05 and Rib 9. Its function is:
The cantilever structure has an aerodynamic contour between the - to supply thermal protection to the pylon from the engine exhaust
engine nose cowl and the pylon box structure. It routes all systems gases,
and the bleed air from the engine to the fuselage. - to smooth out protrusions with minimal aerodynamic drag changes.
The structure between Rib 05 and Rib 9 has an aerodynamic contour The lower fairing structure is mainly made of aluminum alloy, stainless
between the cantilever structure and the wing leading edge, and enables steel and inconel alloys.
the routing of various system lines and electrical wiring.
It includes in particular two pressure relief doors (made from titanium),
which are designed to open in case of hot bleed air duct bursting.
The structure is mainly made of stainless steel alloy.
The pylon to wing center fillets give an aerodynamic contour between
the pylon box and the wing bottom skin panel.
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The pylon-to-wing center fillets are made of aluminum alloy ribs.

These ribs support the panels made of Carbon Fiber Reinforced Plastic
(CFRP) and Aramid Fiber Reinforced Plastic (AFRP) sandwich
construction.
The aft fairing is a removable secondary structure composed of two
parts:
- a fixed fairing installed at the rear of the pylon box,
- a movable fairing underneath the flap.
The fixed fairing is attached by two points to the pylon box at Rib 10
and by one point to the wing box at the false rear spar.
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PYLONS SECONDARY STRUCTURE - GENERAL ARRANGEMENT
STABILIZERS D/O (3)

STABILIZERS - GENERAL ARRANGEMENT
Stabilizers are composed of: Trimmable Horizontal Stabilizer (THS),
elevators, the vertical stabilizer and rudder.
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STABILIZERS - GENERAL ARRANGEMENT
STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
GENERAL ARRANGEMENT
The THS main structure has:
- the spar boxes (Center, Left Hand (LH) and Right Hand (RH) sides),
- the leading edge,
- the trailing edge,
- the attachment fittings.
The spar boxes are the primary structure of the horizontal stabilizer
and support all the other components.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - GENERAL ARRANGEMENT
STABILIZERS D/O (3)

(continued)
SPAR BOXES
The complete spar box assembly has the LH and RH boxes and the
center joint.
Each spar box includes top and bottom skin panels, a front spar, a rear
spar and thirteen ribs (from Rib 2 thru Rib 14).
The LH and RH spar boxes are laminated in Carbon Fiber Reinforced
Plastic (CFRP).
The center joint is made from titanium and connects the LH and RH
spar boxes to make one single unit.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - SPAR BOXES
STABILIZERS D/O (3)

(continued)
MAIN SUPPORT FITTINGS
A hydromechanical actuator enables the adjustment of the angle of
incidence of the THS. The actuator is connected to a dual fitting (front
spar fitting) at the forward end of Rib 1, by means of ball nut and a
jack crew.
The THS is attached to the cone rear fuselage structure at two pivot
points (rear support fittings). They are installed on each side of the
THS at Rib 3. All fittings are made of CFRP.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - MAIN SUPPORT FITTINGS
STABILIZERS D/O (3)

(continued)
ELEVATOR ATTACHMENT FITTINGS
Each rear spar bears six elevator hinge arms and two fittings for the
attachment of the elevator servocontrol actuators.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - ELEVATOR ATTACHMENT FITTINGS
STABILIZERS D/O (3)

(continued)
LEADING EDGE
The leading edge has an aerodynamic shape at the front of the THS.
On each side of the THS centerline, the THS leading edge includes:
- three leading edge primary ribs,
- one inboard leading edge section,
- one outboard leading edge section and,
- one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edges stretch from
Rib 1 to Rib 25 of the leading edge structure. Each section has a
stainless steel protection, bonded to the leading edge.
The leading edge intersection is attached to Rib 1 of the leading edge
substructure and to the spar box. A rubber strip is attached to the
intersection. It seals the gap between the fuselage skin and the leading
edge intersection.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - LEADING EDGE
STABILIZERS D/O (3)

(continued)
TIP
The tips of the THS are the LH and RH outer fairings. The tips are
made of aluminum alloy and include rib and skin panels. The tips are
attached to the leading edge rib 25 and to the upper and lower shells
of the spar box.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - TIP
STABILIZERS D/O (3)

(continued)
TRAILING EDGE
The trailing edge shapes an aerodynamic surface between the THS
spar box and the elevator.
On each side of the THS centerline, the trailing edge panels are
supported by nine intermediate ribs, and by six hinge elevator arm
supports.
The access panels are laminated in CFRP bonded to a honeycomb
core.
On each side there are four panel assemblies on the top surface and
four access panels on the bottom surface. A rubber seal is installed
between the panel assemblies and the access panels along the trailing
edges to prevent dirtiness.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - TRAILING EDGE
STABILIZERS D/O (3)

ELEVATORS - STRUCTURE LAYOUT
The structure of each elevator includes:
- a front spar,
- top and bottom skin panels,
- four ribs.
All components are laminated in CFRP; the top and bottom panels are
made in sandwich construction.
The outboard closing rib and the tip are made from aluminum alloy, like
the actuator and hinge attachment fittings.
Rivets attach an aluminum profile to the trailing edge to act as lightning
strike protection.
Six hinge fittings attach each elevator to the spar box of the THS. Two
fittings attach the servo control units. You can remove the tips and the
inboard end caps.
Each elevator has three hoisting points and four static dischargers.
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ELEVATORS - STRUCTURE LAYOUT
STABILIZERS D/O (3)

VERTICAL STABILIZER
GENERAL ARRANGEMENT
The vertical stabilizer is attached to the top of the rear fuselage. It
supports the rudder, which is operated by three servo control units.
The High Frequency (HF) antenna and the Very high frequency
Omnibearing Range (VOR) antenna are also attached to it.
The main components of the vertical stabilizer are:
- the spar box,
- the leading edge,
- the trailing edge,
- the tip,
- the attach fittings.
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VERTICAL STABILIZER - GENERAL ARRANGEMENT
STABILIZERS D/O (3)

VERTICAL STABILIZER (continued)
SPAR BOX - STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has a front, a center and a rear spar, ribs and two side
panels with co-bonded stringers, all laminated in CFRP.
Three pairs of main attach fittings made of CFRP attach the spar box
to the fuselage.
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VERTICAL STABILIZER - SPAR BOX - STRUCTURE LAYOUT
STABILIZERS D/O (3)

SPAR BOX - STRUCTURE LAYOUT (CONT'D)
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.
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VERTICAL STABILIZER - SPAR BOX - STRUCTURE LAYOUT (CONT'D)
STABILIZERS D/O (3)

LEADING EDGE
The vertical stabilizer leading edge has three removable sections.
They are attached to the forward edge of the spar box side panels and
to the leading edge ribs. The lower section gives access to the HF
antenna (see ATA 53 fuselage description for the lower section).
The three sections give an aerodynamic shape to the front of the
vertical stabilizer.
The three sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A stainless steel cover can be
bonded to the most forward part of the leading edge to prevent erosion
damage.
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VERTICAL STABILIZER - LEADING EDGE
STABILIZERS D/O (3)

TIP - STRUCTURE LAYOUT
The vertical stabilizer tip is laminated in GFRP bonded to a
honeycomb core. It is attached to the leading edge end rib and the
stabilizer spar box. An aluminum lightning strike protection strap is
bonded along the top of the tip.
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VERTICAL STABILIZER - TIP - STRUCTURE LAYOUT
STABILIZERS D/O (3)

TRAILING EDGE
The trailing edge components are attached to the rear spar of the
vertical stabilizer.
The supporting structure is made from aluminium alloy fittings, hinge
arms and four access panels on each side. The panels give access to
the rudder servo control actuators and the hinge arms.
The panels are laminated in CFRP and GFRP bonded to a honeycomb
core.
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VERTICAL STABILIZER - TRAILING EDGE
STABILIZERS D/O (3)

RUDDER
GENERAL ARRANGEMENT
The rudder is one of the primary flight controls of the aircraft.
The components of the rudder are:
- the main structure,
- the leading edge,
- the tip,
- the hinge and actuator fittings.
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RUDDER - GENERAL ARRANGEMENT
STABILIZERS D/O (3)

RUDDER (continued)
STRUCTURE LAYOUT
The rudder main structure is the primary structural component of the
rudder.
It is an assembly of two CFRP sandwich panels, CFRP laminates front
spar, top and bottom closing ribs.
An access panel, installed on the left hand side shell, gives access to
the No. 7 rudder hinge fittings. At the other locations, cutouts in the
side shells give access to the adjacent hinge fittings.
Three actuators and seven rudder hinge fittings are attached to the
forward face of the rudder main structure, and rivets attach them to
the spar and to the skin panels.
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RUDDER - STRUCTURE LAYOUT
WINDOWS D/O (3)

GENERAL
The windows are installed in:
- the cockpit,
- the cabin,
- the doors.
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GENERAL
WINDOWS D/O (3)

COCKPIT WINDOWS
GENERAL ARRANGEMENT
There are two types of windows:
- the fixed windows,
- the sliding windows.
The fixed windows are described as follows:
There are four fixed windows installed in the cockpit.
- two windshields,
- two fixed side windows.
The left and right windows are symmetrical.
These windows are mounted in a frame and can be removed and
installed from the exterior.
The sliding windows are installed as follows:
- on a mobile frame with a mechanism controlled from the cockpit.
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COCKPIT WINDOWS - GENERAL ARRANGEMENT
WINDOWS D/O (3)

COCKPIT WINDOWS (continued)
WINSHIELDS STRUCTURE
The windshield panes are made of several layers of hard glass and
interlayers of different materials depending on the windows supplier
(LUCAS-ACT, PPG, SPS), and are interchangeable. They are held
by three retainers bolted onto the outer surface of the frame. They are
installed with an anti-icing and defogging system.
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COCKPIT WINDOWS - WINSHIELDS STRUCTURE
WINDOWS D/O (3)

FIXED SIDE WINDOWS
The fixed side windows have two layers of hard glass and interlayers
of different materials depending on the windows supplier
(LUCAS-ACT, PPG, SPS), and are interchangeable between the
different suppliers. They are held by retainers bolted onto the inner
surface of the frame. They are installed with an integral anti - icing
and defogging system.
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COCKPIT WINDOWS - FIXED SIDE WINDOWS
WINDOWS D/O (3)

SLIDING WINDOWS
The sliding windows have several layers of hard glass and interlayers
of different materials depending on the windows supplier
(LUCAS-ACT, PPG, SPS), and are interchangeable between the
different suppliers. Each window has an anti-icing and defogging
system. The sliding windows are installed on a mobile frame, which
is controlled from inside the cockpit, and the crew can use them as
emergency exits.
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COCKPIT WINDOWS - SLIDING WINDOWS
WINDOWS D/O (3)

CABIN WINDOWS
GENERAL ARRANGEMENT
The windows are installed in frames and create a smooth surface with
the fuselage skin.
The cabin windows are installed and removed from the inside of the
aircraft.
The window sets consists of a seal, inner and outer panes made of
stretched acrylic resin held together by the seal. A retainer ring and
eye bolts keeps the window set in position. A vent hole in the inner
pane is used to only pressurize the outer pane in normal operation.
The inner pane will maintain the cabin pressure in case of outer pain
failure.
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CABIN WINDOWS - GENERAL ARRANGEMENT
WINDOWS D/O (3)

DOOR WINDOWS
STRUCTURE LAYOUT
The passenger/crew doors and emergency exit doors have a circular
window. They are used for inspection and observation in order to
check from outside if the cabin is pressurized or to verify if the outside
is clear for door opening/slide deployment.
The windows have a seal, inner and outer panes made of stretched
acrylic, held in position by a retainer ring. A vent hole in the inner
pane allows to pressurize only the outer pane in normal operation.
The inner pain is able to maintain the cabin pressure in case of outer
pane failure.
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DOOR WINDOWS - STRUCTURE LAYOUT
WINGS D/O (3)

GENERAL
The aircraft wing is in the continuity of the structure going through the
fuselage which is divided into three parts:
- the center wing box,
- the left outer wing and,
- the right outer wing.
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GENERAL
WINGS D/O (3)

CENTER WING BOX
GENERAL ARRANGEMENT
The center wing is installed in the center fuselage between the main
frames (Fr) 36 and 42 to make an integral fuel tank.
The center wing box structure has:
- the front and the rear spars respectively located at Fr 36 and 42,
- the two main frames 36 and 42,
- internal spanwise lattice ribs,
- the left rib 1 and the right rib 1.
The junction between the center wing box and the outer wings is done
at the left hand and right hand sides rib 1.
The access for maintenance to the center wing box is done through
two triangular openings in the rear spar.
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CENTER WING BOX - GENERAL ARRANGEMENT
WINGS D/O (3)

CENTER WING BOX (continued)
WING ROOT JOINT
An upper cruciform fitting and a lower triform fitting ensure the
junction between the center wing box and the outer wing box.
The upper cruciform fitting makes the junction between the center
wing box top skin panels, the outer wing box top skin panels, fuselage
and Rib 1.
The lower triform fitting and a safety butt-strap fitting make the
junction between the center wing box bottom skin panels, the outer
wing box bottom skin panels and Rib 1.
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CENTER WING BOX - WING ROOT JOINT
WINGS D/O (3)

OUTER WING
GENERAL ARRANGEMENT
Each outer wing has:
- a main structure (outer wing box),
- a wing tip,
- a leading edge and leading edge devices,
- a trailing edge and trailing edge devices.
The trailing edge control surfaces are:
- the inboard flap,
- the outboard flap,
- the two ailerons,
- the six spoilers.
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OUTER WING - GENERAL ARRANGEMENT
WINGS D/O (3)

OUTER WING BOX
GENERAL ARRANGEMENT
The outer wing box tapers from Rib 1 (the wing root) to Rib 27 hold:
- the wing spars (front and rear),
- the ribs,
- the top and bottom skin panels,
- the top and bottom stringers,
- the wing-root joint.
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OUTER WING BOX - GENERAL ARRANGEMENT
WINGS D/O (3)

OUTER WING BOX (continued)
SKIN PANELS
The top and the bottom surfaces of the outer wing box are made of
skin panels machined from aluminum alloy.
There are two top skin panels and three bottom skin panels. The skin
panels are stiffened by stringers machined in aluminum alloy
extrusions.
The joints between panels are aluminum alloy butt straps.
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OUTER WING BOX - SKIN PANELS
WINGS D/O (3)

RIBS & SPARS
Ribs:
There are 27 ribs, machined in aluminum alloy, installed in the outer
wing box of each outer wing. Each rib is continuous between the front
and rear spars. The junction between the center wing box and the outer
wing joint is at Rib 1. Rib 1 is the boundary of the lateral section of
the center wing box. Ribs 22 and 27 make the other lateral boundaries
of the fuel and vent tanks.
Spars:
The wing spars are machined in aluminum alloy. They give strength
to the wing box and they extend from Rib 1 to Rib 27.
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OUTER WING BOX - RIBS & SPARS
WINGS D/O (3)

ACCESS HOLES/COVERS
There are twenty-one access covers installed in the bottom skin panels
of the outer wing box. All panels close the openings that give access
to the outer wing box.
There are:
- seven non load-carrying access panels between Rib 1 and Rib 13,
clamped on the wing skin,
- fourteen load-carrying access panels between Rib 14 and Rib 27,
bolted through the skin panel.
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OUTER WING BOX - ACCESS HOLES/COVERS
WINGS D/O (3)

FIXED LEADING EDGE
GENERAL ARRANGEMENT
The fixed Leading Edge (LE) assembly is located forward of the front
spar of the wing-box.
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FIXED LEADING EDGE - GENERAL ARRANGEMENT
WINGS D/O (3)

FIXED LEADING EDGE (continued)
STRUCTURE LAYOUT (1/2)
The fixed leading edge assembly is made of:
- the D-nose assembly, composed of aluminum alloy parts:
- the support ribs and riblets (riblets are installed between the wing
box front spar and the LE spar),
- the sub spar,
- the LE skin.
- three top surface access panels,
- bottom surface access panels, which are made of Carbon Fiber
Reinforced Plastic (CFRP) sandwich construction and are attached
with quick release fasteners.
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FIXED LEADING EDGE - STRUCTURE LAYOUT (1/2)
WINGS D/O (3)

FIXED LEADING EDGE (continued)
Two pylon ribs are installed on each side of the engine pylon. These
ribs hold the pylon shroud panels.
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FIXED LEADING EDGE - STRUCTURE LAYOUT (2/2)
WINGS D/O (3)

SLATS
GENERAL ARRANGEMENT
The wing leading edge is fitted of five slats, which make the movable
part of the wing leading edge.
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SLATS - GENERAL ARRANGEMENT
WINGS D/O (3)

SLATS (continued)
Each slat has:
- a front spar or the stringers (girders),
- a rear spar,
- a girder
- ribs,
- a trailing edge assembly.
Slat 1 is supported by 4 tracks, two of them being driven (track 2 and
3).
Slats 2 to 5 are supported by two tracks, both being driven.
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SLATS - STRUCTURE LAYOUT (1/2)
WINGS D/O (3)

SLATS (continued)
When the slats are in retracted position, seals prevent airflow between
the slat and the wing.
Slats 3 to 5 are de-iced; the hot air comes from the bleed air system
and is supplied to these slats through a telescopic duct (not shown)
and piccolo tubes installed in the leading edges of the slats.
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SLATS - STRUCTURE LAYOUT (2/2)
WINGS D/O (3)

FIXED TRAILING EDGE
STRUCTURE LAYOUT
The fixed trailing edge is located aft of the wing rear spar.
Its structure has:
- an overwing panel and an under wing panel,
- a shroud box and a fixed shroud,
- a false rear spar,
- a main landing gear attachment,
- structures support for the trailing edge control surfaces,
- access panels.
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FIXED TRAILING EDGE - STRUCTURE LAYOUT
WINGS D/O (3)

FIXED TRAILING EDGE (continued)
STRUCTURE LAYOUT (CONT'D)
This page deals with the fixed trailing edge inner structure.
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FIXED TRAILING EDGE - STRUCTURE LAYOUT (CONT'D)
WINGS D/O (3)

TRAILING EDGE DEVICES
GENERAL ARRANGEMENT
The trailing edge devices are:
- two flaps,
- one aileron,
- five spoilers.
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TRAILING EDGE DEVICES - GENERAL ARRANGEMENT
WINGS D/O (3)

TRAILING EDGE DEVICES (continued)
FLAPS GENERAL ARRANGEMENT
Two flaps are installed on the TE of the outer wing. The inboard flap
is installed between Rib 1 and Rib 9 and the outboard flap is installed
between Ribs 9 and 20.
The flaps are connected to each other through an interconnection strut.
In case of a drive station failure, this device carries the loads, which
result in such failure.
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TRAILING EDGE DEVICES - FLAPS GENERAL ARRANGEMENT
WINGS D/O (3)

INBOARD FLAP STRUCTURE - A318-A319-A320
The inboard flap is supported and driven by a fuselage track and
carriage at track 1 and a wing track carriage at track 2.
The inboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels and integrated stringers made of CFRP,
- track ribs and end ribs, made of aluminum alloy,
- other ribs made of aluminum alloy on the A318 and A319, and made
of CFRP or aluminum alloy on the A320,
- spars made of aluminum alloy on the A318 and A319, and made of
CFRP or aluminum alloy on the A320.
- a trailing edge made in an aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto
the outer surface of the top skin.
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TRAILING EDGE DEVICES - INBOARD FLAP STRUCTURE - A318-A319-A320
WINGS D/O (3)

OUTBOARD FLAP STRUCTURE - A318-A319-A320
The outboard flap is supported and driven by two wing tracks and
carriages (tracks 3 and 4).
The outboard flap has:
- a flap box with:
- skin panels with integrated stringers and spars made of CFRP,
- track ribs and end ribs made of aluminum alloy,
- other ribs made of CFRP.
- a trailing edge of aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto
the outer surface of the top skin.
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TRAILING EDGE DEVICES - OUTBOARD FLAP STRUCTURE - A318-A319-A320
WINGS D/O (3)

A321 FLAPS STRUCTURE
The A321 flaps are fowler flaps with a tab on the trailing edge.
The inboard flap has:
- a leading edge and a flap box made of aluminum alloy,
- a trailing edge made in an aluminum alloy sandwich construction.
The outboard flap has:
- a flap box with:
- skin panels and integrated stringers made of CFRP,
- spars made of CFRP,
- track end ribs made of aluminum alloy,
- other ribs made of CFRP.
The tab is made of honeycomb core with a skin made of aluminum
sheet metal.
The tab is operated by a linkage system.
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TRAILING EDGE DEVICES - A321 FLAPS STRUCTURE
WINGS D/O (3)

SPOILERS GENERAL ARRANGEMENT
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the false rear spar, inboard of the kink
position.
Spoilers 2 thru 5 are connected to the middle and outer sections of
the rear spar, outboard of the kink position.
A rubbing strip is attached to the trailing edge of spoilers (1 & 2 only).
It prevents damage to spoilers when flaps are retracted.
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TRAILING EDGE DEVICES - SPOILERS GENERAL ARRANGEMENT
WINGS D/O (3)

SPOILERS STRUCTURE LAYOUT
Spoilers are a wedge-shaped structure.
The top and bottom skins, the sides and the trailing edge profile of
the spoilers are made in CFRP sandwich construction.
The spoiler hinges fittings and the actuator attachment fittings are
made of aluminum alloy.
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TRAILING EDGE DEVICES - SPOILERS STRUCTURE LAYOUT
WINGS D/O (3)

AILERON STRUCTURE LAYOUT
The aileron is located outboard of the outer flap and is connected to
the wing box rear spar between Ribs 22 and 27.
It is manufactured using CFRP skin (bonded to a honeycomb core in
the center area), spar and ribs.
The aileron hinge fittings and the actuator attachment fittings are made
of aluminum alloy.
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TRAILING EDGE DEVICES - AILERON STRUCTURE LAYOUT
SRM D/O (3)

GENERAL
The structure repair manual is a non-customized document.
It has been prepared in accordance with Air Transport Association of
America (ATA) specification 100.
The SRM includes descriptive information as well as specific instructions
and data to othe assessment of structural damage and to do repairs.
European Aviation Safety Agency (EASA) approves the manual content.
For most of the damage/defect discovered on the aircraft structure, the
SRM is the first document to use to assess the damage, to identify the
affected structure and to determine the subsequent action or repair to
make.
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GENERAL
SRM D/O (3)

MANUAL BREAKDOWN
The SRM is divided into seven main chapters (From ATA 51 to ATA
57) and the Structure Repair Inspection (SRI).
The manual also contains an introduction chapter (Chapter 00), and some
additional information pages (HIGHLIGHTS, RECORD OF
REVISIONS...) at the beginning of the manual.
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MANUAL BREAKDOWN
SRM D/O (3)

FRONT PAGES
The front pages of the manual provides general information related to
the manual itself:
- revision transmittal sheet,
- highlights,
- record of revisions approved,
- record of temporary revisions,
- list of effective temporary revisions.
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FRONT PAGES
SRM D/O (3)

INTRODUCTION CHAPTER
The introduction chapter contains all necessary information and
explanations for a correct use of the manual.
It also contains the airplane allocation list giving for each Manufacturer
Serial Number (MSN), the weight variant at delivery, the aircraft type,
etc.
The weight variant given in the Airplane allocation list is not necessarily
the actual current status of the aircraft that needs to be confirmed by your
engineering department.
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This Page Intentionally Left Blank

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SRM D/O (3)

STRUCTURAL REPAIR INSPECTIONS (SRI) CHAPTER
For permanent repairs with inspection program, inspections are quoted
along with the repair.
Due to the amount of common inspection methods, these requirements
have been transferred in a separate appendix to the SRM:
- for more clarity of the SRM,
- for better handling of the inspection requirements.
The chapter Structural Repair Inspections (SRI) gives all necessary
inspection instructions for allowable damage limits/repairs and gives to
the airline information to integrate the additional inspections to their own
maintenance program.
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STRUCTURAL REPAIR INSPECTIONS (SRI) CHAPTER
SRM D/O (3)

NUMBERING SYSTEM AND PAGE BLOCK ALLOCATION
Each subject, within the SRM, is identified using a three-element
numbering system chapter/section and sub-section.
- the first element designates the chapter which is assigned by the ATA
spec. 100,
- the second element designates the section within the chapter.
- the third element identifies the sub-section (subject) within the section
and is assigned by Airbus S.A.S.
The 3 first digits are assigned by the ATA spec. 100. The following 3
digits are assigned by Airbus,
A standard page block allocation is used for all SRM chapters.
- pages 1 to 99 for structure identification,
- pages 101 to 199 for allowable damage,
- pages 201 to 999 for repairs.
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NUMBERING SYSTEM AND PAGE BLOCK ALLOCATION
SRM D/O (3)

CHAPTER 51 (STANDARD PRACTICES AND
STRUCTURES)
Information about general purposes or applicable to more than one
chapter, is included in chapter 51.
NOTE: Note: the entry in the SRM is always the specific chapter 52 to
57, depending on the damage location.
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CHAPTER 51 (STANDARD PRACTICES AND STRUCTURES)
SRM D/O (3)

CHAPTER 52 TO 57 CONTENTS
LAYOUT
Chapters 52 to 57 are specifically attributed as per ATA 2200
specification (ex ATA100).
Chapters 52 to 57 all have the same layout, which conforms to the
defined page block allocation system (PB 1 to 99-identification, PB
101 to 199-allowable damage, PB 201 to 999-repairs). In addition, a
table of contents and a Service Bulletin (SB) list are provided at the
beginning of each chapter. Depending on the chapters, the
Modification/Service Bulletin list is to be found either at the chapter
level, or main section level.
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CHAPTER 52 TO 57 CONTENTS - LAYOUT
SRM D/O (3)

CHAPTER 52 TO 57 CONTENTS (continued)
MODIFICATION:SERVICE BULLETIN LIST
Located at:
- section level for chapter 52,
- chapter level for chapter 54,
- section level for chapter 57, this list is given to the user to determine
the effectivity of the modification/SB.
This list gives, for a given modification number, its related suffix, and
the effectivity expressed in MSN.
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CHAPTER 52 TO 57 CONTENTS - MODIFICATION:SERVICE BULLETIN LIST
SRM D/O (3)

IDENTIFICATION PAGES
In the identification pages, the individual parts of the major
components are illustrated and listed in tabular form. Each
identification topic begins with an introduction page, which includes
a general information paragraph. The item number is the key between
the illustration and the identification table. For composite structures,
the illustration gives the identification of individual layers, orientation
and materials. A ply (layer) orientation reference is also given.
For metallic structure such as fuselage skin panels, the different
material thicknesses are provided using letter codes or shaded areas
as a key to the thickness tables. The associated identification table
provides additional information about material, part number,
modification status information.
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CHAPTER 52 TO 57 CONTENTS - IDENTIFICATION PAGES
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CHAPTER 52 TO 57 CONTENTS - IDENTIFICATION PAGES

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SRM D/O (3)

IDENTIFICATION TABLE DETAILED
To find the relevant effectivity linked to a modification shown in the
STATUS column, the user must refer to the modification/service
bulletin list.
NOTE: Note: the status before or after modification/SB and the

relevant modification solution (suffix letter) should not be
forgotten. Within the modification/service bulletin list, the
effectivities are expressed in MSN.
In the given example item 1, P/N D53230463200 is the basic seat
track as it is not related to any modification status.
Item 1A P/N D53231741200 is related to modification status
A26101P4573.
The letter A before the modification number means "After mod."
(letter B means "Before mod.)
Sometimes a suffix in letter is written after the modification number,
not in this case.
According to the modification / SB list, mod 261001P4573 (with no
suffix letter) has been embodied on MSN 766, 778 up to 9999.
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CHAPTER 52 TO 57 CONTENTS - IDENTIFICATION TABLE DETAILED
SRM D/O (3)

ALLOWABLE DAMAGE PAGE BLOCK
The information to be found within allowable damage page block
enables the operator to define whether a damaged airplane may be
returned into service without repair. An allowable damage permitted
has no significant effect on the strength or fatigue life of the structure,
which must still be capable of fulfilling its function. Allowable damage
may require minimal rework such as cleanup or drilling of stop holes.
- general information pages,
- damage criteria tables,
- paragraph for each type of damage,
- damage measurement procedure,
- damage localization (zoning) figures,
- allowable damage diagram.
Most of allowable damage paragraphs are associated to an effectivity
per weight variant and aircraft type table.
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CHAPTER 52 TO 57 CONTENTS - ALLOWABLE DAMAGE PAGE BLOCK
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CHAPTER 52 TO 57 CONTENTS - ALLOWABLE DAMAGE PAGE BLOCK

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SRM D/O (3)

REPAIRS PAGE BLOCK
At the beginning of each repair page block, a list of available repair
schemes is given for a quick assessment of repairs.
The repairs can be found in the general section of chapter 53 (e.g.:
53-00-11 for standard fuselage skin repairs), or directly covered within
the related section when the repair is specific (e.g. paragraph 5A, Fig.
201).
When repairs are in repair category B, subsequent inspections are
necessary and in accordance with inspection instruction reference
(SRI).
The Repairs Page Block (PB 201) contains necessary information to
carry out permissible repairs. Each of the repairs is described with
illustrations and procedure instructions, which includes repair
applicability data and repair material list.
Most of repair paragraphs are related to an effectivity per weight
variant and aircraft type table.
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CHAPTER 52 TO 57 CONTENTS - REPAIRS PAGE BLOCK
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CHAPTER 52 TO 57 CONTENTS - REPAIRS PAGE BLOCK

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SRM D/O (3)

SRM GENERAL USAGE PROCEDURE
SRM general usage procedure.
Some allowable damage diagrams give repair categories. When the
damage is included in repair category B, subsequent inspections in
accordance with the inspection instruction reference are necessary.
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DAMAGE ASSESSMENT EXAMPLE D/O (3)

INTRODUCTION
The purpose of this damage assessment example is to show the complete
procedure to follow when a damage is discovered from the damage
mapping to the final structure damage assessment. Assumption is that
damage occurred on the A320-232 MSN 1506.
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INTRODUCTION

ASSESMENT STEPS
Using SRM as a guide, the damage assessment process follows different
steps:
On the Aircraft:
-Damage identification,
-Damage geographical location,
-Damage measurements.
Using the SRM:
-Detailed location,
-Structure identification,
-Allowable damage information,
-Allowable damage usage.
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ASSESMENT STEPS

DAMAGE IDENTIFICATION
The first stage is the damage identification, information related to damage
types definitions is given in SRM 51-11-11 chapter. The damage is a
dent.
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DAMAGE IDENTIFICATION

DAMAGE GEOGRAPHICAL LOCATION/MEASUREMENT
Identify all the visible structure around the damage area (examples given:
longitudinal skin joints, circumferential skin joints, fastener lines, window
line, passenger, emergency or cargo doors,...). The dent location is on
the left hand side of the fuselage between the fourth and the fifth frame
forward the first circumferential joint forward of the overwing emergency
exit doors, and between the eighth and the ninth below the second
longitudinal skin joint below the cabin window line.
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(continued)
CONT'D
When doing the mapping, record data concerning the dimensions of
the damage, if the damage is a dent, we need to record at least its
length and its maximum depth. We need also to record, the distances
from the edge of the dent and the nearest fastener lines in all directions
(up, down, left and right), and the distances from the deepest point of
the dent and the nearest fastener lines in all directions. Caution: do
not forget to mention references such as FWD or AFT, UP or DOWN
on your mapping.
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DAMAGE GEOGRAPHICAL LOCATION/MEASUREMENT - CONT'D

DETAILLED LOCATION
Using the data collected from the A/C (geographical location, mapping,
...).
Use the SRM to refine the damage location (frame numbers, stringer
numbers, ...).
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DETAILLED LOCATION

DETAILLED LOCATION (continued)
CONT'D
The damage affects the fuselage, we have to refer to ATA 53 chapter.
The SRM chapter 53-00-00 gives several illustrations to use for the
location of the damage; one giving the fuselage section division, one
giving the main panel and section configuration, and one giving the
frame and the station numbers.
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DETAILLED LOCATION - CONT'D

CONT'D
The first illustration gives the fuselage section division. This
illustration shows that the circumferential skin joint forward the
overwing emergency exit doors is at frame 35. Thus, the dent is in
the forward fuselage section between frames 24 and 35, refer to SRM
53-20-00.
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CONT'D
This illustration gives the frame and station numbers. According to
the previous stage, there are circumferential skin joints at frame 24
and 25. The dent location is between the fourth and the fifth frame
forward frame 35 thus, between frames 30 and 31.
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CONT'D
This illustration gives the main panel and section configuration. The
dent location is between frames 30 and 31,and between the eighth and
the ninth below the second longitudinal skin joint.below the cabin
window line. The dent affects panel item 9, which is between frames
24 and 35, and between stringers 32 LH side and 41 RH side. This
illustration is also related to tables that give information about item
numbers in all fuselage sections. The panel item 9 location is in section
13.
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CONT'D
The table in section 13 gives information that panel item 9 location
is between frames 24 and 35, and between stringers 32 and 41.
Caution, the table does not give information if stringers 32 and 41
location are on the LH or RH sides.
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CONT'D
This illustration is an extract from the AMM 06-30-00, it shows the
layout of the stringers in a typical fuselage section. There are
longitudinal skin joints at stringers 32 LH side and 41 RH side. Dent
location is between the eighth and the ninth below the longitudinal
skin joint at stringer 32 LH thus, between stringers 40 LH side and
41 LH side. Caution: the stringer numbers surrounding the dent must
be checked and confirmed when looking at the skin panel identification
within the relevant fuselage section (SRM page blocks 001 and
subsequent), because some stringers can be missing.
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DETAILED LOCATION/UPDATING OF MAPPING
We can add the frame (FR 30 and FR 31) and stringers (STGR 40 LH
and 41 LH) numbers surrounding the dent, and the frame number at the
nearest circumferential skin joint (FR 35) and the stringer number at the
nearest longitudinal skin joint (STGR 32 LH).
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DETAILED LOCATION/UPDATING OF MAPPING

STRUCTURE IDENTIFICATION
This illustration shows that the circumferential skin joint forward the
overwing emergency exit doors is at frame 35. Thus, the dent is in the
forward fuselage section between frames 24 and 35; refer to SRM
53-20-00.
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STRUCTURE IDENTIFICATION

STRUCTURE IDENTIFICATION (continued)
CONT'D
The skin plates are part of the main structure; refer to 53-21-00.
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STRUCTURE IDENTIFICATION - CONT'D

CONT'D
Following SRM 53-21-00 guidelines, the figure shows that the affected
skin panel (skin plate) is item 1. The related nomenclature refers to
SRM 53-21-11 for the full identification of the skin panels.
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CONT'D
All the skin panels (plates) of the forward fuselage are listed within
the nomenclature shown at the front page of the SRM 53-21-11.
Using the information collected just before (affected panel: lower side
panel - left, between FR 24 & 35), the nomenclature gives the figure
number we have to refer to: "Skin plates - FR 24 to FR 35: REFER
TO Figure 1".
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CONT'D
As mentioned in the previous page, figure 1 has to be considered.
There are different versions of the panels, showing the different
evolutions (sheet 1 to 5). Find the applicable version of the panel.
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CONT'D
The view A on sheet 1 shows the upper skin panel between STGR 18
LH and 32 LH. The view B on sheet 4 shows the lower skin panel
between STGR 32 LH and 41RH. Using the information collected
just before (affected panel: lower side panel - left, between STGR 32
LH and 41 RH), the damage location is found on the panel on view
B.
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CONT'D
There are three panel configurations for the view B on sheets 4 and
5. Find-out the correct panel configuration.
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CONT'D
According to the view B of the figure 1, the skin panel is the item 5.
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CONT'D
The view B on sheet 4 is linked to flag note 1 and can be installed
onto the A/C after the embodiment of modifications 23252K2999A.
To identify the actual panel, the modification numbers have to be
compared with the service bulletin/modification list shown at the
beginning of chapter 53-20-00.
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CONT'D
The view B on sheet 5 is linked to flag note 1 and can be installed
onto the A/C after the embodiment of modifications 25414P4088.
To identify the actual panel, the modification numbers have to be
compared with the service bulletin/modification list shown at the
beginning of chapter 53-20-00.
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CONT'D
On the modification/SB list, the Modification 23252K2999A is not
installed on MSN 1506.
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CONT'D
On the modification/SB list, the Modification 25414P4088 has been
embodied since MSN 681, so this modification is installed on our
aircraft (MSN 1506). The panel installed on the MSN 1506 is the view
B on sheet 5 with flag note 2.
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CONT'D
On the sheet 5, the dent location is identified with letter code A.
According to the table, the skin thickness in damaged area is 1.2 mm.
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ALLOWABLE DAMAGE INFORMATION
GENERAL
To start, refer to the page block 101 of the relevant chapter/section
(53-21-11), and start to read carefully the procedure. In the considered
example, there is no specific allowable damage for this skin section,
chapter 53-00-11 page block 101 must be used to determine if the
damage is allowable or not.
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ALLOWABLE DAMAGE INFORMATION - GENERAL

ALLOWABLE DAMAGE INFORMATION (continued)
CONT'D
Read the allowable damage paragraph from top to bottom with
particular attention to the caution notes
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ALLOWABLE DAMAGE INFORMATION - CONT'D

CONT'D
In the allowable damage paragraph, a caution note indicates that
allowable damage effectivity per aircraft weight variant has to be
verified. So, find-out the weight variant of the aircraft before starting
the assessment.
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CONT'D
In the allowable damage paragraph, a caution indicates that allowable
damage could lead to applicable inspection defined in the SRM.
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CONT'D
Obey the inspection instruction reference given in the allowable
damage description/criteria table.
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CONT'D
Find-out the paragraph where the allowable data for the dent are given.
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CONT'D
In the table 101, there are 2 cases for the dent :
- paragraph 4.B. if the dent is out of "nearness/form" criterion,
- paragraph 4.C. if the dent is fulfilling "nearness/form" criterion.
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CONT'D
To find-out the appropriate paragraph (4.B. or 4.C.), read the figure
104 to choice if the dent meets the nearnessform criterion or not.
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CONT'D
To find-out the appropriate paragraph (4.B. or 4.C.), you have to know
the B, D and A value
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CONT'D
It is possible to measure the dent parameters, from inside or outside
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CONT'D
Since there is no access from inside, the dent measurement is taken
from outside.
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CONT'D
Since B value is more than 15mm, the first criterion is met.
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CONT'D
Since D value is lower than 10% of A value, the second criterion is
met.
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CONT'D
Since both criteria are met, the dent meets the "nearness/form
criterion". The paragraph reference is the paragraph 4.B.
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CONT'D
Paragraph 4.B: the damage must be inspected following SRI task
53-21-11-1-001-00 requirements if damage is in repair category B.
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CONT'D
The allowable damage applicability has to be checked, using the
weight variant table.
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CONT'D
Since the engineering department informs that the weight variant of
MSN 1506 did not change since aircraft delivery, the MSN 1506
weight variant is still 008.
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CONT'D
Since the weight variant is in the table 103, we can continue the
damage assessment.
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CONT'D
If damage location is between FR 24 and 34, and between STGR 5
and STGR 11 LH/RH, we have to check if mod 35812K10500 is
embodied on MSN 1506. But, our damage location is found between
STGR 40 LH and 41LH, so we can continue the damage assessment.
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CONT'D
Since our damage location is between FR 30 and 31, we can continue
the damage assessment.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001

CONT'D
After measurement of dent in skin panel, compare the dent in
accordance with diagram 103.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001

ALLOWABLE DAMAGE USAGE
This diagram (figure 103) enables to determine if the damage is
allowable and the condition of allowability. A note refers to
applicability areas.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001
ALLOWABLE DAMAGE INFORMATION - ALLOWABLE DAMAGE USAGE

CONT'D
Check if the dent location is or not in the excluded areas.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001

CONT'D
On the diagram, there are some repair categories. If the damage
location is in repair category B, a re-inspection following Inspection
Instruction Reference is necessary.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001

CONT'D
On the diagram, draw a line of the same skin thickness and another
line of the same maximum depth of the dent.
According to the diagram 103, the damage is in repair category C.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001

CONT'D
The damage has to be recorded. The SRM 51-11-15 gives the
guidelines for data recording of allowable damage and repairs.
UAL09471 - U5CT0T0 - UM51DB000000001
UAL09471 - U5CT0T0 - UM51DB000000001
DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

SESSION SET UP
A320 MSN 2692 Heaviest Weight Variant 012.
A dent has been found on the LH side of the fuselage with no visible sign
of cracks.
Take visual references to find the damage such as, passenger or cargo
doors, cabin windows, longitudinal or circumferential joints.
DAMAGE ASSESSMENT PROCESS

DAMAGE LOCATION
- Find the aircraft type (-100 or -200) for the MSN, using the SRM
introduction chapter.
- Determine in which fuselage section is the damage location, using
"typical section division" illustration from SRM 53-00-00.
- Determine what is the item number related to the damaged panel,
using the illustration "Main panel and section configuration", from
SRM 53-00-00.
- Determine what is the nearest longitudinal joint, and its stringer
number.
- Determine between which frames and which stringers the panel item
9 location is.
UAL09471 - U5CT0T0 - UM51M1000000001
- Determine between which frames is the damage location, using the

"frames and station numbers" illustration from SRM 53-00-00.
T1+T2 (IAE V2500) (Lvl 2&3) DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3) Nov 27, 2009
UAL09471 - U5CT0T0 - UM51M1000000001
SESSION SET UP & DAMAGE ASSESSMENT PROCESS

DAMAGE ASSESSMENT PROCESS (continued)
PANEL IDENTIFICATION AND SKIN THICKNESS
- Find the skin panel where the damage location is to determine skin
thickness and to finalize the mapping (damage between which
stringers).
ALLOWABLE DAMAGE
- Refer to the damage criteria table in the allowable damage page
block for the relevant fuselage section, and find out relevant paragraph
for the damage type.
- Check if the WV of MSN is within WV per effectivity table.
- Check if dent location is in an excluded area or not, see the relevant
figure.
- Use the relevant dent diagram depending on damage location and
WV.
- According to the allowable dent diagram, check if D < or = 10 % A
and B > or = 15 mm..
- Read the allowable diagram for dent to find out the conclusion of
the damage assessment.
UAL09471 - U5CT0T0 - UM51M1000000001
UAL09471 - U5CT0T0 - UM51M1000000001
DAMAGE ASSESSMENT PROCESS - PANEL IDENTIFICATION AND SKIN THICKNESS & ALLOWABLE DAMAGE

SESSION SET UP
A320 MSN 3006 Heaviest Weight Variant 010.
A scratch has been found and reworked on the RH side of the fuselage
with no visible sign of cracks.
Take visual references to find the damage such as, passenger or cargo
doors, cabin windows, longitudinal or circumferential joints.
DAMAGE ASSESSMENT PROCESS

DAMAGE LOCATION
- Find the aircraft type (-100 or -200) for the MSN, using the SRM
introduction chapter.
- Determine in which fuselage section is the damage location, using
"typical section division" illustration from SRM 53-00-00.
- Determine what is the item number related to the damaged panel,
using the illustration "Main panel and section configuration", from
SRM 53-00-00.
- Determine what is the nearest longitudinal joint, and its stringer
number.
- Determine in between which frames and which stringers the panel
item 9 location is.
UAL09471 - U5CT0T0 - UM51M2000000001
- Determine in between which frames is the damage location, using

the "frames and station numbers" illustration from SRM 53-00-00.
UAL09471 - U5CT0T0 - UM51M2000000001
SESSION SET UP & DAMAGE ASSESSMENT PROCESS

DAMAGE ASSESSMENT PROCESS (continued)
PANEL IDENTIFICATION AND SKIN THICKNESS
- Find the skin panel where the damage location is to determine skin
thickness and to finalize the mapping (damage in between which
stringers).
- Check if any of the modifications related to the modified skin panel
has been embodied on MSN 3006, see modification SB list within
SRM 53-20-00.
ALLOWABLE DAMAGE
- Refer to the damage criteria table in the allowable damage page
block for the relevant fuselage section, and find out relevant paragraph
for the damage type.
NOTE: Do not forget to read the flag notes related to the damage
criteria table.
- Check if damage location is in applicable areas.
- Check if the WV of MSN is within WV per effectivity table.
- Check if rework depth meets the requirements given by the figures.
- Check if damage affects unriveted area only, or riveted and unriveted
area
UAL09471 - U5CT0T0 - UM51M2000000001
- Read the allowable diagram for unriveted area to find out the
conclusion of the damage assessment, check if the minimum width
of rework is achieved.
UAL09471 - U5CT0T0 - UM51M2000000001
DAMAGE ASSESSMENT PROCESS - PANEL IDENTIFICATION AND SKIN THICKNESS & ALLOWABLE DAMAGE
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UAL09471
NOVEMBER 2009
PRINTED IN FRANCE
AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED
AN EADS COMPANY

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AIRBUS Environmental Recommendation

DOORS D/O (3)

DOORS D/O (3)

PASSENGER COMPARTMENT DOORS - PASSENGER/CREW DOOR

DOORS D/O (3)

PASSENGER COMPARTMENT DOORS - EMERGENCY EXIT DOORS

DOORS D/O (3)

CARGO COMPARTMENT DOORS - FWD & AFT CARGO DOORS

DOORS D/O (3)

DOORS D/O (3)

ACCESS & SERVICE DOORS

DOORS D/O (3)

LANDING GEAR DOORS - NOSE LANDING GEAR (NLG) DOORS

DOORS D/O (3)

LANDING GEAR DOORS - MAIN LANDING GEAR (MLG) DOORS

FUSELAGE D/O (3)

GENERAL - FUSELAGE LAYOUT

FUSELAGE D/O (3)

GENERAL - FUSELAGE BREAKDOWN

FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE - GENERAL ARRANGEMENT

FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE - FORWARD & AFT UPPER STRUCTURES

FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE - LOWER STRUCTURE

FUSELAGE D/O (3)

FORWARD FUSELAGE - GENERAL ARRANGEMENT

FUSELAGE D/O (3)

FORWARD FUSELAGE - TYPICAL STRUCTURE

FUSELAGE D/O (3)

FORWARD FUSELAGE - LONGITUDINAL SKIN JOINTS

FUSELAGE D/O (3)

FORWARD FUSELAGE - CIRCUMFERENTIAL SKIN JOINTS

FUSELAGE D/O (3)

CENTER FUSELAGE - GENERAL ARRANGEMENT

FUSELAGE D/O (3)

CENTER FUSELAGE - KEEL BEAM

FUSELAGE D/O (3)

CENTER FUSELAGE - BELLY FAIRING

FUSELAGE D/O (3)

REAR FUSELAGE - A319 & A320 GENERAL ARRANGEMENT

FUSELAGE D/O (3)

REAR FUSELAGE - A321 GENERAL ARRANGEMENT

FUSELAGE D/O (3)

CONE/REAR FUSELAGE - GENERAL ARRANGEMENT

FUSELAGE D/O (3)

CONE/REAR FUSELAGE - REAR PRESSURE BULKHEAD

FUSELAGE D/O (3)

CONE/REAR FUSELAGE - VERTICAL STABILIZER ATTACHMENT FITTINGS

FUSELAGE D/O (3)

CONE/REAR FUSELAGE - THS ATTACHMENT FITTINGS

FUSELAGE D/O (3)

CONE/REAR FUSELAGE - TAIL CONE

PYLONS/NACELLES D/O (3)

PYLONS/NACELLES D/O (3)

PYLONS - GENERAL ARRANGEMENT