Single Aisle

TECHNICAL TRAINING MANUAL

T1+T2 (CFM 56) (Lvl 2&3)
STRUCTURE
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 Single Aisle TECHNICAL TRAINING MANUAL

STRUCTURE
Structure General (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
A318 Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Pylons/Nacelles D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
A318 Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
Windows D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Wings D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .216
Structure Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . .264
Window Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . .296
SRM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306
Window Damage Assessment D/O (3) . . . . . . . . . . . . . . . . . . . . . . .340
Damage Assessment Example 1 D/O (3) . . . . . . . . . . . . . . . . . . . . .356
Damage Assessment Example 2 D/O (3) . . . . . . . . . . . . . . . . . . . . .420
A318 Damage Assessment Example 3 D/O (3) . . . . . . . . . . . . . . . .484
Structure Protections & Awareness D/O (3) . . . . . . . . . . . . . . . . . . .556
Damage Assessment Ex. 1 Operational Scenario (3) . . . . . . . . . . . .588
Damage Assessment Ex. 2 Operational Scenario (3) . . . . . . . . . . . .596
A318 Damage Assessment EX. 3 OPER Scenario (3) . . . . . . . . . . .604
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STRUCTURE GENERAL (3)

AIRCRAFT MATERIALS
METALLIC MATERIALS
The basic A/C structure is made of aluminum alloys with stainless
steel and titanium alloys in specific areas.
COMPOSITE MATERIALS
Composite materials are used for primary and secondary structure.
Composite materials represent about 15% of the A/C structural weight.
Carbon Fiber Reinforced Plastic (CFRP) is mainly used for primary
structures, whilst Aramid Fiber Reinforced Plastic (AFRP) and Glass
Fiber Reinforced Plastic (GFRP) are only used for secondary
structures.
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AIRCRAFT MATERIALS - METALLIC MATERIALS & COMPOSITE MATERIALS

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION
AIRCRAFT DRAINAGE
Wings and fuselage have different types of drains. Holes and gaps are
meant to be used for a natural drainage of the fluid collection points.
Drain holes are drilled before application of pretreatments. Remote
drains are used when natural drainage is not possible.
SURFACE PRETREATMENT
The protection of the structure against corrosion is achieved by means
of appropriate surface pretreatment of the metallic parts.
Aluminum alloys: the primary protection is generally a pure aluminum
cladding. The main pretreatment used is the unsealed chromic acid
anodizing.
Titanium alloys: surface interfaying with aluminum alloy parts are
zinc sprayed. The other titanium alloy surfaces are left bare. Titanium
fasteners are either sulphuric acid anodized or aluminum coated.
Composite materials are left bare.
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STRUCTURE PROTECTION - AIRCRAFT DRAINAGE & SURFACE PRETREATMENT

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION (continued)
PAINT SYSTEM
Before the final paint system, all aluminum parts are primed. The
paint system used includes polyurethane primers and paint on the
external surfaces, and epoxy primers and polyurethane paint on the
internal surfaces. Anti-slip paint is the overwing escape zones.
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STRUCTURE PROTECTION - PAINT SYSTEM

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION (continued)
NO STEP AREAS
Protective mats are required on the horizontal stabilizer as it is a carbon
fiber structure.

JACKING POINTS
Three jacking points are provided, one below each wing outboard of the
pylon and one in front of the NLG bay.
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STRUCTURE PROTECTION & JACKING POINTS

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES
The Main structure differences between the A319/A320/A321 and the
A318 are due to the reduced length of the fuselage. There are several
general structure changes, laser beam welded structures and the vertical
stabilizer fin tip extension.
GENERAL STRUCTURE CHANGES
The main general structure changes are:
- on section 17, due to reduced length of the fuselage, the longitudinal
beams, the seat rails and the Z-profiles are replaced by new ones. The
crossbeams at FRame 52, FR53 and FR54 are removed. New
crossbeams are installed between FR55 to FR64,
- due to its location in the non-cylindrical part of the fuselage, a new
cargo sill box replaces the A319/A320/A321 one's, in section 17,
- on section 15, the A319/A320/A321 skin panels have been modified.
For weight reduction the A318 skin panels are thinner than the
A319/A320/A321 one's,
- the aft part of the belly fairing is modified due to an overlap with
non-cylindrical part of the fuselage. To avoid interference with cargo
compartment door, the A318 belly fairing is two panels shorter than
the A319/A320/A321 one's.
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A318 STRUCTURE DIFFERENCES - GENERAL STRUCTURE CHANGES

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
VERTICAL STABILIZER
Compared with A319/A320/A321 A/Cs, the A318 vertical stabilizer
fin tip is 750 mm (29,5 in.) longer.
The new developed tip is completely made of GFRP. There is an
additional fin leading edge panel. There is a new spar and a new CFRP
adaptor box, between the fin base and the fin tip.
The metallic rudder tip is longer by 100 mm in vertical direction. The
rudder trailing edge is increased in width by 50 mm.
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A318 STRUCTURE DIFFERENCES - VERTICAL STABILIZER

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
LASER BEAM WELDING
The technology used for the A319/A320/A321 A/Cs is riveted
skin/stringer. On the A318, the skin/stringer connections are welded.
The new laser beam welded skin panels are installed in:
- the sections 13/14, FR24 to FR35, stringers 18 to 32,
- the sections 16/17, FR47/54 to FR64, stringers 32 to 41.
The skin panels are made thicker where the stringers are welded onto
them.
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A318 STRUCTURE DIFFERENCES - LASER BEAM WELDING

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
CARGO DOORS
The A318 forward and aft cargo doors are smaller. The new cargo
door width is reduced from 1.82 m (71.5 in) to 1.28 m (50.5 in). The
under-floor cargo offers a usable volume of 21.21 m3. There is no
containerized cargo system option.
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A318 STRUCTURE DIFFERENCES - CARGO DOORS

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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

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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. Edgemembers built a surrouding 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

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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

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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

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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)

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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

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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

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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

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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

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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

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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

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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

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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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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 (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 (continued)
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 (continued)
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.
The panels of the lower skin joints of section 15 and 16 are milled
such that they will overlap each other after being riveted. The joint is
supported by a frame, which has a T-shaped cross section. The
stringers are connected with a milled stringer joint fitting.
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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 (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 (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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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 - 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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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 (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 (continued)
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 upper segments of frames 70, 72 and 74 are machined from plates
while the lower segments are made from sheet metal.
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CONE/REAR FUSELAGE (continued)
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 (continued)
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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GENERAL
FUSELAGE LAYOUT
The fuselage is divided into five main parts: the nose forward fuselage
(section 11/12), the forward fuselage (section 13/14), the center
fuselage (section 15), the rear fuselage (sections 16/17 and 18) and
the cone/rear fuselage (section 19/19.1).
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GENERAL (continued)
FRAME/SKIN/STRINGER ASSEMBLY
Standard frames have a common z-shape section made from formed
sheet. These frames are continuous structural members attached to
the skin and stringers by sheet metal cleats.
A panel with laser beam welded stringers has been introduced:
- in section 13, between frames (Fr) 24 and 35, from stringer (Stgr)
18LH to Stgr 32LH,
- in section 16/17, between Fr 47/54 and 64, from Stgr 32LH to Stgr
41RH.
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NOSE FORWARD FUSELAGE
GENERAL ARRANGEMENT
The nose forward fuselage has section 11, from Fr 1 to Fr 12 and
section 12, from Fr 12 to Fr 24. The pressurized area extends from Fr
1 to Fr 24. The unpressurized areas are the radome, forward of Fr 1,
and the nose landing gear bay.
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NOSE FORWARD FUSELAGE (continued)
UPPER STRUCTURE
The upper structure between Fr 1 and Fr 12 has closed frames and
opened frames at level of openings for:
- the windshield and side windows,
- the forward pressure bulkhead,
- the flight deck floor support structure,
- skin panels and windshield frames.
The upper structure between Fr 12 and Fr 24 makes the forward
passenger compartment and contains the two forward passenger/crew
doors.
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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 made of
machined flat panels stabilized laterally and longitudinally by struts.
The struts are attached respectively to frames and flight deck
crossbeams.
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FORWARD FUSELAGE
GENERAL ARRANGEMENT
This region of the fuselage lies between Fr 24 and 35. It contains the
front part of the passenger cabin and, beneath the cabin floor, the
forward cargo compartment. The forward cargo door is located
between Fr 24A and 28 on the RH side of the fuselage
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FORWARD FUSELAGE (continued)
TYPICAL STRUCTURE
This section is of conventional construction, having chemically milled
skin panels, frames and stringers made from sheet metal. The standard
frames have a common Z-shaped section made from formed sheet.
They are continuous structural members attached to the skin and
stringers by sheet metal cleats. A skin panel with laser beam welded
stringer is installed between Fr 24A and 35, and between Stgr 18LH
and 32LH.
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FORWARD FUSELAGE (continued)
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 (continued)
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.
The panels of the lower skin joints of section 15 and 16 are milled
such that they will overlap each other after being riveted. The joint is
supported by a frame, which has a T-shaped cross section. The
stringers are connected with a milled stringer joint fitting.
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CENTER FUSELAGE
GENERAL ARRANGEMENT
The fuselage center section extends from Fr 35 to Fr 47/54, and
integrates the center wing box. The upper section contains a part of
the passenger compartment, with two overwing emergency exit door
cutouts. The pressure boundary is delimited by the forward bulkhead
at Fr 35, the upper skin panel of the center wing box prolonged by a
pressure diaphragm up to frame 46 and ending by an inclined pressure
bulkhead. Beneath the cabin floor are the air conditioning, hydraulic
and main landing gears, in conjunction with a belly fairing.
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CENTER FUSELAGE (continued)
KEEL BEAM
In this area, the longitudinal structural continuity of the lower fuselage
is maintained by a keel beam located between Fr 35.8 and 46. The
keel beam transmits the overall fuselage vertical bending loads. This
beam is a box structure having attachments for the main landing gear
doors and door actuators. In its center region, the keel beam side walls
are connected to the bottom skin panels of the center wing box.
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CENTER FUSELAGE (continued)
BELLY FAIRING
The belly fairing has a substructure made of aluminum alloy frames
and webs, attached to the fuselage via fittings and rods. This
substructure supports the panels, made of sandwich construction. The
belly fairing also incorporates the landing gear doors, external access
panels and access doors for maintenance.
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REAR FUSELAGE - GENERAL ARRANGEMENT
The rear fuselage assembly is a pressurized area, which extends from Fr
47/54 to Fr 70. It is divided into two sections:
- section 16/17 between Fr 47/54 and 64,
- section 18 between Fr 64 and 70.
The design of section 16/17 is similar to that of forward fuselage sections.
Skin panels of the lower region have support attachment structures for
the belly fairing rear part. The aft cargo door cutout is located between
Fr 57A and 60 on the RH side of the fuselage. Aft passenger door cutouts
are located between Fr 66 and 68.
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CONE/REAR FUSELAGE
GENERAL ARRANGEMENT
This section is the unpressurized part of the rear fuselage, aft of Fr
70. It has the mounting structure for vertical and horizontal stabilizers
and houses the Auxiliary Power Unit (APU). It is divided into two
main sections:
- section 19 between Fr 70 and 77,
- section 19.1 (tail cone) aft of Fr 77.
Section 19 has chemically milled skins, riveted stringers and frames.
Side skin panels have the horizontal stabilizer cutout. The lower panel
has a door, which gives access to this section where a maintenance
floor is installed.
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CONE/REAR FUSELAGE (continued)
REAR PRESSURE BULKHEAD
The Fr 70 supports the rear pressure bulkhead, designed as a pressure
diaphragm. It is made of aluminum alloy. The bulkhead is attached
to the inside of the fuselage with a connecting strap, made of aluminum
alloy.
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CONE/REAR FUSELAGE (continued)
VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are three pairs of
fail safe yokes, made from forging aluminum alloy. They transmit the
fin loads into the fuselage and are located at Fr 70, 72 and 74. At those
locations, the upper frame segments are made of integrally machined
plates.
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CONE/REAR FUSELAGE (continued)
THS ATTACHMENT FITTINGS
To house the Trimmable Horizontal Stabilizer (THS), there is a large
cutout in the fuselage between Fr 74 and 77. Frame 77 is made of
integrally machined plates and carries the THS bearing loads with the
vertical link fittings. The side loads are carried through an eye bolt,
linked to:
- the side load fitting on the rear spar of the THS,
- and oblique struts attached to the lower and upper areas of Fr 77.
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CONE/REAR FUSELAGE (continued)
TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the Auxiliary
Power Unit (APU). This section is connected to section 19 by means
of four lugs and one spigot.
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CONE/REAR FUSELAGE - TAIL CONE

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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

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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.
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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 (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 (continued)
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 (continued)
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 SECONDARY STRUCTURE
GENERAL ARRANGEMENT
The secondary structure is composed of:
- the forward fairing,
- the pylon to wing center fillets,
- the aft fairing,
- the lower fairing.
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PYLONS SECONDARY STRUCTURE (continued)
FORWARD FAIRING
The forward fairing can be divided into two sections; the cantilever
structure between Rib 01 and Rib 05, and the structure between Rib
05 and Rib 9.
The cantilever structure gives an aerodynamic contour between the
engine nose cowl and the pylon box structure. It routes all systems
and the bleed air from the engine to the fuselage.
The structure between Rib 05 and Rib 9 gives an aerodynamic contour
between the cantilever structure and the wing leading edge, and enables
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.
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PYLONS SECONDARY STRUCTURE - FORWARD FAIRING

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PYLONS SECONDARY STRUCTURE (continued)
PYLON TO WING CENTER FILLETS
The pylon to wing center fillets give an aerodynamic contour between
the pylon box and the wing bottom skin panel.
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.
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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE (continued)
AFT FAIRING
The aft fairing is a removable secondary structure composed of two
parts:
- a fixed fairing located 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.
The fixed fairing is assembled of ribs and skin panels made of
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
rod attached to the fairing by a serrated plate system.
The internal structure of the movable fairing is mainly made of
aluminum alloy. The side panels are made from AFRP sandwich
construction and the tail cone is made from AFRP or CFRP monolithic
construction.
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PYLONS SECONDARY STRUCTURE (continued)
LOWER FAIRING
A fairing located under the pylon box (lower fairing) makes sure there
is a continuity of the aerodynamic profile between the pylon box and
the engine nozzle.
Its function is:
- to supply thermal protection to the pylon from the engine exhaust
gases,
- to smooth out protrusions with minimal aerodynamic drag changes.
The lower fairing structure is mainly made of aluminum alloy, stainless
steel and inconel alloys.
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PYLONS/NACELLES D/O (3)

PYLON TO NACELLE JUNCTION
The pylon to nacelle junction has:
- Fan cowl door attachments.
The hinge fittings of the fan cowl doors are located at Rib 01, Rib 03 and
Rib 05. They are made of titanium and installed on the forward secondary
structure.
- Thrust reverser doors attachments
The hinge fittings of the thrust reverser doors are located at Rib 1 and
Rib 2. They are made of titanium and installed on the primary structure
(pylon box). An other hinge (tie-bar) goes through the secondary structure.
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PYLON TO NACELLE JUNCTION

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NACELLES - GENERAL
The nacelle cowling includes the inlet cowl, the fan cowl, the thrust
reverser and the exhaust nozzle.
There are two types of engine: CFM and IAE.
The IAE nacelle is installed with a Common Nozzle Assembly (CNA).
The nacelles are under the responsibility of engine manufacturers.
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NACELLES - GENERAL

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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 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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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(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

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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(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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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(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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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(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)
(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)
(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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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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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 (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 (continued)
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 (continued)
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 (continued)
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 (continued)
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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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 (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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STABILIZERS
GENERAL ARRANGEMENT
Stabilizers are composed of the Trimmable Horizontal Stabilizer
(THS), the elevators, the vertical stabilizer and the rudder.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
GENERAL ARRANGEMENT
The THS main structure has the LH and RH side spar boxes, the
leading edge, the trailing edge, the THS tip and 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)
(continued)
SPAR BOXES
The complete spar box assembly has the LH and RH spar boxes joined
together with a center joint to make one single unit. Each spar box
includes top and bottom skin panels, a front spar, a rear spar and
thirteen ribs (from Rib 2 to Rib 14), all parts being laminated in Carbon
Fiber Reinforced Plastic (CFRP).
The center joint includes a web (Rib 1) made of CFRP and upper and
lower fittings made of titanium.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
MAIN SUPPORT FITTINGS
The front spar joint at Rib 1 made of CFRP supports the trim actuator
hinge arms.
The THS is attached to the cone/rear fuselage at Rib 3.
On each spar box side, the attachment fittings include a THS rear
support fitting of fail safe design with a lower and upper support
fittings, and a side load fitting. All fittings are made of CFRP except
the side load fitting made of aluminum alloy.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
ELEVATOR ATTACHMENT FITTINGS
On each THS box, the rear spar bears:
- six hinge arms, made of CFRP, for the attachment of the elevator,
- two fittings, made of CFRP, for the attachment of the elevator servo
control actuators.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
LEADING EDGE
At the front of the THS, the leading edge gives an aerodynamic shape.
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 edge sections has
a stainless steel protection; it is bonded to the leading edge.
The leading edge intersection is attached to Rib 1 and to the spar box.
A rubber strip is installed at the intersection, it seals the gap between
the fuselage skin and the intersection.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TIP
The tips of the THS are the LH and RH outer fairings. The tips are
attached to the leading edge Rib 25 and to the top and bottom skin
panels of the spar box. The tips are made from aluminum alloy.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TRAILING EDGE
The trailing edge has 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 six intermediate ribs, and by seven hinge arm supports.
The 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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ELEVATORS
STRUCTURE LAYOUT
The structure of each elevator has a front spar, a top and a bottom
skin panel and four ribs.
All components are laminated in CFRP.
Six hinge fittings attach each elevator to the spar box of the THS and
two fittings attach the servo control units. You can remove the leading
edge access panels, the tips and the inboard end caps. Each elevator
has three hoisting points and four static dischargers.
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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 (continued)
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 side panels
with integrated stiffeners, all laminated in CFRP.
Three pairs of primary attach fittings made of CFRP attach the spar
box to the fuselage.
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VERTICAL STABILIZER (continued)
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 (continued)
LEADING EDGE
The vertical stabilizer leading edge has four 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 High
Frequency (HF) antenna.
The four sections give an aerodynamic shape to the front of the vertical
stabilizer.
The four sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A protective foil is bonded to
the inner surfaces of the sections and protects them against hail and
bird impact damage.
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VERTICAL STABILIZER (continued)
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 strap is bonded along the top of the
tip for lightning strike protection.
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VERTICAL STABILIZER (continued)
TRAILING EDGE
The trailing edge is attached to the rear of the vertical stabilizer.
It has a basic aluminum alloy supporting structure made of spar
sections and profiles and four access panels installed on each side.
The panels give access to the rudder hydraulics, the servo controls,
the control rods and the hinge arms.
The access panels are made of CFRP and GFRP laminations bonded
to a honeycomb core.
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RUDDER
GENERAL ARRANGEMENT
The rudder is one of the primary flight controls of the aircraft.
The main components of the rudder are:
- the main structure,
- the leading edge,
- the tip,
- the hinge fittings and the actuator fittings.
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RUDDER (continued)
STRUCTURE LAYOUT
The rudder main structure is the primary structural component of the
rudder.
It has an assembly of two side skin panels, a front spar, a bottom
closing rib and a top closing rib. All components of the rudder main
structure are laminated in CFRP and are attached to the rudder main
structure.
Seven rudder hinge fittings and three actuator fittings are installed on
the front spar of the rudder (all fittings are made from aluminum alloy).
An aluminum profile is installed on the trailing edge of the rudder for
lightning strike protection.
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RUDDER - STRUCTURE LAYOUT

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WINDOWS D/O (3)

GENERAL
The windows are installed in:
- the cockpit,
- the cabin,
- the doors.
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GENERAL

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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 (continued)
WINSHIELDS STRUCTURE
The windshield panels are made of several layers 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 (continued)
FIXED SIDE WINDOWS
The fixed side windows have two layers 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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WINDOWS D/O (3)

COCKPIT WINDOWS (continued)
SLIDING WINDOWS
The sliding windows have several layers 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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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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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

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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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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,
- top and bottom skin panels,
- 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 (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

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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 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 (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 three panels on each surface. 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 (continued)
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

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OUTER WING BOX (continued)
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

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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 (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 (continued)
STRUCTURE LAYOUT (2/2)
Two pylon ribs are installed on each side of the engine pylon. These
ribs hold the pylon shroud panels.
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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

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SLATS (continued)
STRUCTURE LAYOUT (1/2)
Each slat has:
- a front spar or the stringers (girders),
- a rear spar,
- a girder
- ribs,
- top and bottom skin panels,
- 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)

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SLATS (continued)
STRUCTURE LAYOUT (2/2)
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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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

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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)

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TRAILING EDGE DEVICES
GENERAL ARRANGEMENT
The trailing edge devices are:
- two flaps,
- one aileron,
- five spoilers.
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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 (continued)
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 (continued)
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 leading edge with CFRP skin,
- 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 (continued)
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 leading edge with CFRP skin,
- 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 (continued)
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 (continued)
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 (continued)
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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STRUCTURE DAMAGE IDENTIFICATION D/O (3)

GENERAL
The types of damage on metallic and composite structures are described
in SRM 51-11-00 chapter dealing with damage classification.
The table provides, the term, the cause and the description for each type
of damage.
Damage results from many causes and can be generally categorized into
four main groups:
- mechanical action,
- chemical or electrochemical reaction,
- thermal action or cycling,
- inherent metallurgical characteristics.
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GENERAL

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TYPES OF DAMAGE ON STRUCTURE
SCRATCH
A scratch is a line of damage of any depth and length in the material,
which causes a cross sectional area change. A sharp object is usually
the cause.
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TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION
Corrosion is the destruction of metal by chemical or electrochemical
effect. Refer to SRM 51-22-00 for general information concerning
corrosion.
The different types of corrosion that can occur on the aircraft are:
- pitting corrosion,
- filiform corrosion,
- intergranular corrosion,
- galvanic corrosion.
- stress corrosion,
- biological corrosion,
- fretting corrosion,
- exfoliation corrosion.
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TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION (CONT'D)
This page deals with:
- pitting corrosion,
- filiform corrosion,
- intergranular corrosion,
- galvanic corrosion.
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TYPES OF DAMAGE ON STRUCTURE - CORROSION (CONT'D)

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TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION (CONT'D)
This page deals with:
- stress corrosion,
- biological corrosion,
- fretting corrosion,
- exfoliation corrosion.
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TYPES OF DAMAGE ON STRUCTURE - CORROSION (CONT'D)

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TYPES OF DAMAGE ON STRUCTURE (continued)
GOUGE
A gouge is a damaged area of any size, which results in a cross
sectional area change. It is usually caused by contact with a relatively
sharp object, which produces a continuous, sharp or smooth channel
like groove in the material.
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TYPES OF DAMAGE ON STRUCTURE (continued)
CRACK
A crack is a partial fracture or complete break in the material.
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TYPES OF DAMAGE ON STRUCTURE (continued)
DENT
A dent is a damaged area, which is pushed in, with respect to its usual
contour. There is no cross sectional area change in the material. The
edges of the damaged area are smooth.
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TYPES OF DAMAGE ON STRUCTURE (continued)
NICK
A nick is a small decrease of material due to, for example, a knock at
the edge of a member or a skin.
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TYPES OF DAMAGE ON STRUCTURE (continued)
DISTORTION
A distortion is any twisting, bending or permanent strain, which results
in misalignment or change of shape. It may be caused by an impact
from a foreign object, but is usually the result of a vibration or
movement of adjacent attached components. This group includes
bending, buckling, deformation, imbalance, misalignment, pinching,
and twisting.
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TYPES OF DAMAGE ON STRUCTURE (continued)
ABRASION
An abrasion is a damaged area of any size, which causes change in a
cross sectional area because of scuffing, rubbing, scrapping or other
surface erosion. It is usually rough and irregular.
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TYPES OF DAMAGE ON STRUCTURE (continued)
DEBONDING
Debonding is the separation of material due to an adhesive failure.
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TYPES OF DAMAGE ON STRUCTURE - DEBONDING

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TYPES OF DAMAGE ON STRUCTURE (continued)
DELAMINATION
A delamination is when a separation of plies occurs in multi-laminate
material. The material being hit or when there is a resin failure for
any other reason can cause a delamination.
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TYPES OF DAMAGE ON STRUCTURE (continued)
FRETTING
A fretting is a surface damage at the interface between elements of
the joints resulting from very small angular or linear movements. The
result of fretting is usually the production of fine black powder
staining.
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TYPES OF DAMAGE ON STRUCTURE - FRETTING

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TYPES OF DAMAGE ON STRUCTURE (continued)
CREASE
A crease is a damaged area, which is pushed in or folded back on
itself. The edges of the damaged area are sharp or well specified lines
or ridges.
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TYPES OF DAMAGE ON STRUCTURE (continued)
MARK
A mark is a damaged area of any size where a concentration of
scratches, nicks, chips, burrs or gouges etc. is shown. You must
consider the damage as an area and not as a serie of individual
scratches, gouges, etc.
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TYPES OF DAMAGE ON STRUCTURE - MARK

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WINDOW DAMAGE IDENTIFICATION D/O (3)

GENERAL
The windows include the cockpit windows (windshields, sliding windows,
and aft fixed windows), the cabin windows and the passenger/crew door
windows.
Information dealing with different types of damage on windows, is in
page block 6xx of the relevant AMM chapters:
- AMM 56-11-11 for the windshields,
- AMM 56-12-11 for the sliding windows,
- AMM 56-11-12 for the aft fixed windows,
- AMM 56-21-13 for the cabin windows,
- AMM 56-31-00 for the passenger /crew door windows.
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GENERAL

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TYPES OF DAMAGE ON COCKPIT WINDOWS
RELEVANT ATA CHAPTERS
The types of damage on cockpit windows are mentioned in:
- AMM 56-11-11 page block 6xx for windshields,
- AMM 56-11-12 page block 6xx for aft fixed windows,
- AMM 56-12-11 page block 6xx for sliding windows.
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TYPES OF DAMAGE ON COCKPIT WINDOWS - RELEVANT ATA CHAPTERS

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TYPES OF DAMAGE ON COCKPIT WINDOWS (continued)
DAMAGE IDENTIFICATION
The types of damage (illustrated) on cockpit windows are:
- Crack: line type defect through the depth of the ply,
- delamination: local separation of glass and interlayer,
- interlayer microflakes: due to moisture ingress in interlayer,
- burning (on windshields only): discoloration of the slip pan due to
hot corner effect,
- bubbles: appear between the inner face of the outer ply and the
interlayer,
- burn spot: due to degradation of the heating film element,
- discoloration: due to penetration of dust or sealant.
The types of damage not illustrated are:
- scratch: line type defect in the external surface of the window causing
a cross sectional change,
- chips: flakes of glass broken from the surface and the edges of the
window,
- transparency: halos on the surface of the window can make them
less transparent,
- rain repellent fluid residue on windshields only,
- damage on the soft liner on windshields (if supplied by SPS company
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TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW
DOOR WINDOWS
RELEVANT ATA CHAPTERS
The cabin and passenger/crew door windows have an inner and an
outer pane. The types of damage on cabin windows are mentioned in
AMM 56-21-13 page block 6xx and on passenger/crew door windows
in AMM 56-31-00 page block 6xx.
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TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW
DOOR WINDOWS (continued)
DAMAGE IDENTIFICATION
The types of damage are:
- crazing: small cracks that go in one or all directions,
- scratch: type line defect which causes a cross sectional area change,
- crack: partial fracture or complete break of the window pane,
- orange peel effect: irregular cracks on or under the surface,
- chipping: flakes of stretched acrylic broken on the edge of the pane,
- delamination: slate like separation of the material,
- pitting: impact by hard particles against the surface.
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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 perform the assessment of structural damage and to perform
repairs. The manual content is approved by the French Airworthiness
Authority DGAC ("Direction Gnrale de l'Aviation Civile").
For most of the damage/defect discovered on the aircraft structure, the
SRM is the first document to be used to assess the damage, to identify
the affected structure and to determine the subsequent action or repair to
be performed.
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GENERAL

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

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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

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INTRODUCTION CHAPTER
The introduction chapter contains all necessary information and
explanations to enable a correct use of the manual.
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INTRODUCTION CHAPTER

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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 on structural damage, threshold and intervals.
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STRUCTURAL REPAIR INSPECTIONS (SRI) CHAPTER

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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

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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)

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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

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CHAPTER 52 TO 57 CONTENTS (continued)
modification:service bulletin list
Located at:
- section level for chapter 52,
- section level for chapter 53,
- chapter level for chapter 54,
- section level for chapter 55,
- section level for chapter 57, this list is provided to enable the user
to determine the effectivity of the modification/SB.
This list provides, for a given modification number, its associated
suffix and the aircraft standard, and the effectivity expressed in MSN.
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CHAPTER 52 TO 57 CONTENTS - MODIFICATION:SERVICE BULLETIN LIST

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CHAPTER 52 TO 57 CONTENTS (continued)
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 provides 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 the additional 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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CHAPTER 52 TO 57 CONTENTS (continued)
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.Note: to find the
relationship between the customer version number (e.g..
AFR 01 0016) and the MSN, the user can refer to the
airplane allocation list of the introduction chapter of the
SRM.
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CHAPTER 52 TO 57 CONTENTS - IDENTIFICATION TABLE DETAILED

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CHAPTER 52 TO 57 CONTENTS (continued)
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.
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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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CHAPTER 52 TO 57 CONTENTS (continued)
REPAIRS PAGE BLOCK
At the beginning of each repair page block, a list of available repair
schemes is provided for a quick assess to the repairs.
The repairs can be located 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).
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.
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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 GENERAL USAGE PROCEDURE
SRM general usage procedure.
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SRM GENERAL USAGE PROCEDURE

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WINDOW DAMAGE ASSESSMENT D/O (3)

GENERAL
The windows are:
- the cockpit windows ( windshields, sliding windows, and aft fixed
windows),
- the cabin windows and,
- the passenger/crew door windows.
To find the corrective actions for each type of defect, refer to the page
block 6xx of the relevant AMM chapters:
- AMM 56-11-11 for the windshields,
- AMM 56-12-11 for the sliding windows,
- AMM 56-11-12 for the aft fixed windows,
- AMM 56-21-13 for the cabin windows,
- AMM 56-31-00 for the passenger/crew door windows.
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GENERAL

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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS
Refer to the relevant AMM chapter for each type of cockpit windows.
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS

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WINDOW DAMAGE ASSESSMENT D/O (3)

INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS
(continued)
INVESTIGATION OF DAMAGE ON WINDSHIELDS
Refer to AMM 56-11-11 pages block 6xx to get the corrective actions
for the following types of defect on windshields:
- cracks,
- scratches,
- chips,
- delaminating,
- discoloration,
- interlayer micro flakes,
- bubbles,
- burn spot,
- transparency,
- rain repellent fluid residue,
- damage on the soft liner (if supplied by SPS company only).
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS - INVESTIGATION OF DAMAGE ON WINDSHIELDS

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WINDOW DAMAGE ASSESSMENT D/O (3)

INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS
(continued)
INVESTIGATION OF DAMAGE ON SLIDING WINDOWS
Refer to AMM 56-12-11 pages block 6xx to get the corrective actions
for the following types of defect on sliding windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- interlayer micro flakes,
- transparency,
- crazing,
- burn spots.
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS - INVESTIGATION OF DAMAGE ON SLIDING WINDOWS

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WINDOW DAMAGE ASSESSMENT D/O (3)

INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS
(continued)
INVESTIGATION OF DAMAGE ON AFT FIXED
WINDOWS
Refer to AMM 56-11-12 pages block 6xx to get the corrective actions
for the following types of defect on aft fixed windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- transparency,
- interlayer micro flakes,
- burn spots.
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS - INVESTIGATION OF DAMAGE ON AFT FIXED WINDOWS

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WINDOW DAMAGE ASSESSMENT D/O (3)

INVESTIGATION OF DAMAGE ON CABIN WINDOWS
AND PASSENGER/CREW DOOR WINDOWS
Refer to the relevant AMM for the cabin and passenger/crew door
windows.
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INVESTIGATION OF DAMAGE ON CABIN WINDOWS AND PASSENGER/CREW DOOR WINDOWS

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WINDOW DAMAGE ASSESSMENT D/O (3)

INVESTIGATION OF DAMAGE ON CABIN WINDOWS
AND PASSENGER/CREW DOOR WINDOWS (continued)
INVESTIGATION OF DAMAGE ON CABIN WINDOWS
Refer to AMM 56-21-13 page block 6xx to get the allowable damages
for the following types of defect on cabin windows:
- delaminating,
- scratches,
- pitting,
- crazing,
- crazing with bulging,
- bulging,
- orange peel effect,
- chipping,
- cracks,
- vent hole damage.
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INVESTIGATION OF DAMAGE ON CABIN WINDOWS AND PASSENGER/CREW DOOR WINDOWS - INVESTIGATION OF DAMAGE
ON CABIN WINDOWS
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INVESTIGATION OF DAMAGE ON CABIN WINDOWS
AND PASSENGER/CREW DOOR WINDOWS (continued)
INVESTIGATION OF DAMAGE ON PASSENGER/CREW
DOOR WINDOWS
Refer to AMM 56-31-00 page block 6xx to get the allowable damage
for the following types of defect on passenger/crew door windows:
- scratches,
- crazing,
- bulging,
- crazing with bulging,
- delaminating.
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INVESTIGATION OF DAMAGE ON CABIN WINDOWS AND PASSENGER/CREW DOOR WINDOWS - INVESTIGATION OF DAMAGE
ON PASSENGER/CREW DOOR WINDOWS
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DAMAGE ASSESSMENT EXAMPLE 1 D/O (3)

INTRODUCTION
The purpose of this example is to present, the complete procedure to be
followed when a damage is discovered, from the damage mapping draft
to the final structure damage assessment. This example was chosen as it
represents one of the more usual types of damage on an A/C and gives
an in depth investigation with all the different stages.
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INTRODUCTION

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DAMAGE ASSESSMENT EXAMPLE 1 D/O (3)

IDENTIFICATION OF THE DAMAGE
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within the chapter 53 of the SRM. Information
concerning the damage classification and reporting are to be found within
the SRM chapter 51-11-00. The concerned damage is a dent with no
visible crack. At this stage, take visual reference to facilitate damage
location. Such as, a forward or aft passenger door, or a cargo door, above
or below cabin floor level at stringer (Stgr) 23, close to a longitudinal or
circumferential joint, etc...). If the dent is close to a rivet row, an internal
visual inspection is required to determine whether the internal structure
(frame, stringer, etc...) is also damaged or not.
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IDENTIFICATION OF THE DAMAGE

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DAMAGE ASSESSMENT EXAMPLE 1 D/O (3)

MAPPING
Using SRM 51-11-13 as a guide, the maximum information should be
taken from the aircraft before starting any assessment (measurement and
location of the maximum depth, distance of dent edges to nearest fastener
rows, existing closest skin joints or any other visible structure that will
help in the detailed location of the damage, etc...).
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MAPPING

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DAMAGE ASSESSMENT EXAMPLE 1 D/O (3)

MAPPING (continued)
CONT'D
Using the data collected from the A/C, the mapping should be
completed by determining the exact location (in terms of frame
numbers and stringer numbers). For this purpose, refer to the beginning
of the chapter 53 (fuselage).
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MAPPING - CONT'D

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MAPPING (continued)
CONT'D
The illustration of chapter 53-00-00 enables the operator to determine
the circumferential joint related frame numbers.
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MAPPING (continued)
CONT'D
Using the frame identification illustration of chapter 53-00-00, and
the data collected during the damage mapping, the frames surrounding
the damage can be determined. According to the mapping information,
the damage is located between the first and the second frame after the
circumferential joint located at Fr 24. Consequently, the damage is
located between Fr 25 and 26.
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MAPPING (continued)
CONT'D
To complete the damage location, the stringers surrounding the damage
also need to be determined. For this purpose the "General panel
identification" illustrations, proposed within chapter 53-00-00 can be
used. According to the data collected on the A//C and the location of
the damage from the existing longitudinal skin joints, the affected
panel can be determined. For this example the damage is located on
panel 7 - lower side shell - located between Stgr 18LH & 32LH, and
Fr 24 & 35.
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MAPPING (continued)
CONT'D
The information collected can be reported onto the damage mapping.
The damage is located between Fr 25 and 26. The stringer number
corresponds to the longitudinal skin joint from which the damage has
been located. Nevertheless, the exact stringer numbers surrounding
the damage need to be confirmed. For this purpose, the information
provided in the identification page block of the concerned panel has
to be used.
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DETAILED IDENTIFICATION
The "fuselage section division" illustration of chapter 53-00-00 used
before enables the definition of the affected section: "Forward fuselage"
- section 13/14 - chapter 53-20-00. The general illustration of 53-20-00
identifies the main structural arrangement of the forward fuselage. Skin
plates are part of the "MAIN STRUCTURE" covered by section 53-21-00.
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DETAILED IDENTIFICATION (continued)
CONT'D
Following SRM 53-21-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 1. The illustration associated
nomenclature informs us that the full identification of the skin panels
(skin plates) are covered by SRM 53-21-11.
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DETAILED IDENTIFICATION (continued)
CONT'D
All the skin panels (plates) of the forward fuselage are listed within
the nomenclature located at the front page of SRM 53-21-11. Using
the information collected before (affected panel: lower side panel -
left, between Fr 24 & 35 and Stgr 18 & 32), the nomenclature provides
the figure number we have to refer to: "Skin plates - LWR parts LH
Fr 24 to Fr 35: REFER TO Figure 1".
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DETAILED IDENTIFICATION (continued)
CONT'D
The figure 1 identifies two different panels (view A and C). The view
A concerns the skin panel located from Stgr 18LH to 32LH. The view
C concerns the skin panel located from Stgr 32LH to 41LH. According
to the damage mapping, the view A is concerned. The damage has
been located on panel 7 (between Stgr 18LH and 32LH).
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DETAILED IDENTIFICATION (continued)
CONT'D
The view A, identifies all the different items which are part of the
panel (e.g. crack stoppers, doublers...), and a view indication identifies
the skin itself for more details (View D). The view D identifies the
different material thicknesses (letter codes), and all the stringer
locations.
There are two different panel configurations illustrated, showing the
basic version of the panel and an other possible version effective after
the embodiment of production modification(s). Modification numbers
are indicated at the bottom of the page. The next step of the
investigation is to define which of these panels is installed on the
concerned A/C.
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DETAILED IDENTIFICATION (continued)
CONT'D
To identify the actual panel, the modification numbers indicated at
the bottom of the page have to be compared with the service
bulletin/modification list, located at the beginning of chapter 53-20-00.
The purpose is to check their effectivity in terms of Manufacturer
Serial Number (MSN).
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DETAILED IDENTIFICATION (continued)
CONT'D
The view D of panel on figure 1, sheet 5 is valid after Modifications
(MODs) 27117P5234 or 2729P5353. Checking the Modification / SB
List at the beginning of chapter 53-20-00, MSN 2057 doesn't appear
in this list of MSN proposed for each of the modification. So the panel
installed on the A/C is a basic version, then, refer to view D figure 1,
sheet 3.
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DETAILED IDENTIFICATION (continued)
CONT'D
The damage is located between Fr 25 and 26, and is located between
the fourth and the fifth stringer from Stgr 18 LH (longitudinal skin
joint reference).
This information can be reported onto the illustration and gives:
- the material thickness of the area (code B, giving 1.4 mm (0.055
in)),
- the stringer location: the damage is located between Stgr 22LH and
23LH.
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DETAILED IDENTIFICATION (continued)
MAPPING (FINALIZATION)
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the dented area. The damage
assessment using the allowable damage page block is the next step.
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DAMAGE ASSESSMENT
GENERAL
To start the damage assessment refer to the page block 101 of the
relevant chapter/section (53-21-11), and start to read carefully the
procedure. A special attention shall be paid to the notes and cautions.
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DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT
A caution note indicates that the allowable damage effectivity per
A/C weight variant may have to be verified. The weight variant is a
criterion which is defined for each model of A/C and depending on
its Maximum Take Off Weight (MTWO), Maximum Landing Weight
(MLW), Maximum Zero Fuel Weight (MSFW). The allowable damage
limits are defined per weight variant and for a same model. The weight
variant can change, depending on the modification or Service Bulletin
(SB) embodiment status. The actual weight variant of the affected
A/C has to be known before starting the assessment. Because of the
modifications, which could be embodied on the A/C, only the airline
engineering department shall give you this information. The actual
weight variant shall be compared with the data given in a table at the
beginning of allowable damage related paragraph.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA
A second caution note indicates that in some cases, an inspection may
be required to check for crack, even if the damage is determined as
being allowable.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check the applicability of the allowable damage for dents.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To keep on with the damage assessment procedure, a note asks the
operator to refer to the damage criteria table 101.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
The allowable damage description/criteria table (101), shows two
types of dents:
- dent* referring to paragraph 4B,
- dent ** referring to paragraph 4C.
Note that an Inspection Instruction Reference (IIR) is indicated for
dents*. The first step is to define which paragraph is applicable to
reported dent. Dents are considered as fulfilling nearness/form criterion
or out of nearness/form criterion, in accordance with their geometry
and their proximity to the nearest adjacent internal structure elements.
This must be determined according to the parameters defined in figure
104.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To define whether the dent fulfils or not the nearness/form criterion,
two criteria have to be checked:
- the first criterion consists in checking the smallest distance measured
from the dent edge to any fastener row (frame, stringer) distance B.
This distance should be minimum 15 mm (0.59 in),
- the second criterion consists in comparing the depth of the dent (D)
with the smallest distance measured from the deepest point of the dent
to the closest adjacent structure (distance A).
The depth of the dent should be maximum 10% of the distance A. If
one of these criteria is not met, the dent **, and thus paragraph 4C
(dent not fulfilling criteria) should be taken to keep on with paragraph
4B.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
The second criterion consists in comparing the depth of the dent (D)
with the smallest distance, measured from the deepest point of the
dent to the closest adjacent structure (distance A). If no access from
inside, the measurement is taken from outside, from the deepest point
of the dent to the closest fastener row (distance X). The distance A
will become distance X - 15 mm, which is the average considered
edge margin.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check for the first criterion to be fulfilled. B distance : minimum 15
mm. The smallest distance measured between the edge of the dent
and the surrounding fastener rows is 29 mm, which is higher than 15
mm. The first criterion is met.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check for the second criterion to be fulfilled: the depth of the dent
should be maximum 10% of the distance A. The distance measurement
has been done from outside: the smallest distance between the deepest
point of the dent and the surrounding fastener row is 66 mm. Since
measured from outside, distance A = 66 mm - 15 mm = 51 mm; 10%
of A = 5.1 mm. The second criterion is also fulfilled since the depth
of the dent (D = 4.5 mm) is smaller than 10% of A.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
The dent fulfils "nearness/form criterion", then refer to paragraph 4.B.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
As mentioned in a caution at the beginning of the allowable damage
pages, the allowable damage applicability have to be checked, using
the weight variant table (table 102) given at the beginning of the
paragraph. The information coming from the airline-engineering
department shows that the MSN 2057 is at weight variant 001.
Checking the table 102, weight variant 001 is included in, and thus
the following allowable damage information can be used.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Compare the dents in accordance with diagram 103.
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DAMAGE ASSESSMENT (continued)
ALLOWABLE DENT DIAGRAM
The skin thickness in the dented area, and the depth of the dent, are
the keys to get into to diagram. You must refer to the data collected
before (damage mapping).
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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM

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DAMAGE ASSESSMENT (continued)
ALLOWABLE DENT DIAGRAM (CONT'D)
The skin thickness in the dented area is 1.4 mm (found in the
identification pages). The depth of the dent is 4.5mm (measured from
the A/C damage mapping). These two values are plotted onto the
diagram, which defines a point. The area where this point is located
defines the subsequent actions to be performed. For the concerned
dent, the actions to be performed are as follow: "check damage for
cracks by detailed visual examination. If clear, repair within 3000
FC". Provided that no crack is detected by detailed visual inspection,
the dent is considered as an allowable damage with a time limit
(temporary allowable damage). The A/C can be released. But a repair
will have to be done before 3000 Flight Cycles (FC).
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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM (CONT'D)

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DAMAGE ASSESSMENT EXAMPLE 2 D/O (3)

INTRODUCTION
The purpose of this example is to present you the complete procedure to
be followed when a damage is discovered, from the damage mapping
draft to the final structure damage assessment. This example was chosen
as it represents one of the more usual types of damage on the A/C and
enables to make an in depth investigation with all the different stages.
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INTRODUCTION

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IDENTIFICATION OF THE DAMAGE
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within the chapter 53 of the SRM. All the information
regarding the damage classification or the rework, if any, are to be found
within SRM chapter 51. The applicable damage is a scratch with no
visible crack. At this stage: take visual reference to facilitate damage
location. Such as, a forward or an aft passenger door, or a cargo door,
above or below the cabin floor level at stringer (Stgr) 23, near a
longitudinal or circumferential skin joint, etc...
If the scratch is near a rivet row, an internal visual inspection is required
to determine whether the internal structure (frame, stringer, etc...) is also
damaged or not.
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IDENTIFICATION OF THE DAMAGE

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MAPPING
Using the SRM 51-11-13 as a guide, the maximum information should
be taken from the A/C before starting any assessment. (measurement and
location of the maximum depth, distance of rework edges to the nearest
fastener rows, existing closest skin joints or any other visible structure
that will help in the detailed location of the damage, etc...).
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MAPPING

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MAPPING (continued)
CONT'D
Using the data collected from the A/C, the mapping should be
completed by determining the exact location (in terms of frame
numbers and stringer numbers). For this purpose refer to the beginning
of chapter 53 - fuselage.
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MAPPING - CONT'D

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MAPPING (continued)
CONT'D
The illustration of chapter 53-00-00 enables the operator to determine
the circumferential skin joints related frame numbers.
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MAPPING - CONT'D

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MAPPING (continued)
CONT'D
Using the frame identification illustration of chapter 53-00-00, and
the data collected during the damage mapping, the frames surrounding
the damage can be determined.
According to the mapping information, the damage is located between
the first and the second frame after the circumferential joint located
at frame (Fr) 64. Consequently the damage is located between Fr 62
and 63.
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MAPPING - CONT'D

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MAPPING (continued)
CONT'D
To complete the damage location, the stringers surrounding the damage
also need to be determined. For this purpose, the "General Panel
Identification" illustrations, proposed within chapter 53-00-00 can be
used. According to the data collected on the A/C and the location of
the damage from the existing longitudinal skin joints, the affected
panel can be determined. For this example, the damage is located on
panel 8 - lower side shell - located between Stgr 18 & 32, and Fr 47
& 64.
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MAPPING - CONT'D

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MAPPING (continued)
CONT'D
The collected information can be reported onto the damage mapping.
The damage is located between Fr 62 and 63. The stringer number
corresponds to the longitudinal skin joint from which the damage has
been located. Nevertheless, the exact stringer numbers surrounding
the damage need to be confirmed. For this purpose, the information
provided in the identification page block of the concerned panel has
to be used.
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MAPPING - CONT'D

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DETAILED IDENTIFICATION
The "Fuselage Section Division" illustration of chapter 53-00-00 used
before, enables the definition of the affected section: rear fuselage -
section 17 - chapter 53-40-00". The general illustration of 53-40-00
identifies the main structural arrangement of the forward fuselage. The
skin plates are part of the main structure covered by the section 53-41-00.
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DETAILED IDENTIFICATION

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DETAILED IDENTIFICATION (continued)
CONT'D
Following SRM 53-41-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 5. The illustration associated
nomenclature informs us that the full identification of the skin panels
(skin plates) are covered by SRM 53-41-11.
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
CONT'D
All skin panels (plates) of the forward fuselage are listed within the
nomenclature located at the front page of SRM 53-41-11. Using the
information collected before (affected panel : lower side panel - left,
between Fr 47 & 64 and Stgr 18 & 32), the nomenclature provides
the figure number we have to refer to: "Skin plates - LWR parts LH
Fr 47 to Fr 64: Refer To Figure 6".
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
CONT'D
The figure 6, identifies two different panels configurations (view A
and B):
- the view A applies to the basic version of the skin panel,
- the view B applies to the evolution of the skin panel.
So, there are two different panel configurations illustrated, showing
the basic version of the panel and an other possible version effective
after the embodiment of production modification(s). The modification
numbers are indicated at the bottom of the page. The next step of the
investigation is to define which of these panels is installed on the
concerned A/C.
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
CONT'D
To identify the actual panel, the modification numbers indicated at
the bottom of the page have to be compared with the service
bulletin/modification list (located at the beginning of chapter
53-40-00). In this list, the effectivity in terms of Manufacturer Serial
Number (MSN) has to be checked.
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
CONT'D
The view B of the panel on figure 1, sheet 5 is valid after Modifications
(MODs) 21468K1489A, 22083K2232B, 24958K4082D or
31012K7082. Checking the Modification/Service Bulletin (SB) List
at the beginning of chapter 53-40-00, it appears that our MSN (2042)
is in this list of MSN proposed for the MOD number 31012K7082.
So, the panel installed on the A/C is a modified version, then refer to
view B figure 6, sheet 2.
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
CONT'D
The damage is located between Fr 62 and 63, and is located between
the sixth and the eighth stringer from Stgr 18 (longitudinal skin joint
reference).
This information can be reported onto the illustration and gives:
- the skin thickness of the area (code C, giving 1.6 mm (0.063 in),
- the stringer location: the damage is located between Stgr 23LH and
25LH.
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DETAILED IDENTIFICATION - CONT'D

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DETAILED IDENTIFICATION (continued)
MAPPING (FINALIZATION)
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the scratched area. The damage
assessment using the allowable damage page block is the next step.
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DETAILED IDENTIFICATION - MAPPING (FINALIZATION)

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DAMAGE ASSESSMENT
To start the damage assessments refer to the page block 101 of the relevant
chapter/section (53-41-11). And start to read carefully the procedure. A
special attention shall be paid to the notes and cautions.
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DAMAGE ASSESSMENT

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA
Read carefully all the cautions, they could give you information on
the assessment. A second caution note indicates that in some cases,
an inspection may be required to check for crack, even if the damage
is determined as being allowable.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
In the allowable damage description/criteria table (101), the paragraph
4A has to be acknowledged for reworks.
Repair categories are applicable depending on the location of the
damage and the weight variant of the aircraft.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT
A caution note indicates that the allowable damage effectivity per
A/C weight variant may have to be verified. The weight variant is a
criterion, which is defined for each model of A/C and depending on
its Maximum Take Off Weight (MTOW), Maximum Landing Weight
(MLW), and Maximum Zero Fuel Weight (MZFW). The allowable
damage limits are defined per weight variant and for a same model.
The weight variant can change depending on modification or SB
embodiment status. The actual weight variant of the affected A/C has
to be known before starting the assessment. Because of the
modifications, which could be embodied on the A/C, only the
airline-engineering department shall give you this information. The
actual weight variant shall be compared with the data given in a table
in introduction pages.
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DAMAGE ASSESSMENT - WEIGHT VARIANT

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DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT (CONT'D)
The information coming from the airline engineering department
shows that the weight variant of MSN 2042 to be used for allowable
damage reading is still the weight variant at aircraft delivery which
is given in the airplane allocation list available in the introduction
chapter of the SRM.
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DAMAGE ASSESSMENT - WEIGHT VARIANT (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check the applicability of the allowable damage for reworks.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Two diagrams are given, one for riveted areas and one for unriveted
areas.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Both diagrams refer to Figure 101 sheet 1 that provides guidelines for
rework in riveted and unriveted areas.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To determine which diagram to use, we have to check if the damage
is located in a riveted area. A riveted area extends from less than 15
mm (0.590 in) all around a rivet. In the applicable damage, the riveted
area and the unriveted area have to be acknowledged. The maximum
depths of the scratch in riveted and unriveted areas have to be
acknowledged too.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To be allowable, the rework width has to be equal or longer than forty
times the depth.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To complete the diagram, the maximum depth of the rework has to
be expressed as a percentage of the damaged skin thickness.
Those two values (found before) are plotted onto the diagram, which
defines a point. The area where this point is located defines the
subsequent actions to be performed.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check for the first criterion to be fulfilled: the width of the damage
must be at least 40 x T. The depth of the depression in the riveted area
is 0.2 mm; 40 x 0.2 = 8 mm. The width of the depression is 18 mm,
which is higher than 8 mm. So, the first criterion is met.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT EXAMPLE 2 D/O (3)

DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
To complete the diagram, the maximum depth of the rework in the
riveted area has to be expressed as a percentage of the damaged skin
thickness.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT EXAMPLE 2 D/O (3)

DAMAGE ASSESSMENT (continued)
ALLOWABLE REWORK DIAGRAM
The depth of the rework as percentage of the skin thickness in
unriveted area, and the length of the rework, are the key to get into to
diagram. You must refer to the data collected before. These two values
are plotted onto the diagram, which defines a point. The area where
this point is located defines the subsequent actions to be performed.
For the concerned rework, read the note: "Check damage for cracks.
Remove damage up to depression depth "T" (section view). Renew
surface protection and repair after 50 flights at the latest". Provided
that no crack is detected by an NDT inspection as per NTM 51-10-08
Pb 601, the rework is considered as an allowable damage with a time
limit (temporary allowable damage). The A/C can be released. But a
repair will have to be done before 50 flights.
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DAMAGE ASSESSMENT - ALLOWABLE REWORK DIAGRAM

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DAMAGE ASSESSMENT EXAMPLE 2 D/O (3)

DAMAGE ASSESSMENT (continued)
ALLOWABLE REWORK DIAGRAM (CONT'D)
This diagram enables to determine if the damage in riveted area is
allowable, and the condition of allowability.
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DAMAGE ASSESSMENT - ALLOWABLE REWORK DIAGRAM (CONT'D)

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DAMAGE ASSESSMENT EXAMPLE 2 D/O (3)

DAMAGE ASSESSMENT - CONCLUSION
In the allowable example, two assessments have been done, the more
restrictive one has to be acknowledged. So, the damage has to be checked
for cracks as per NTM 51-10-08 Pb 601, damage up to depression depth
has to be removed, the surface has to be renewed and the A/C has to be
repaired after 50 flights at the latest.
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DAMAGE ASSESSMENT - CONCLUSION

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

INTRODUCTION
The purpose of this example is to present you, the complete procedure
to be followed when a damage is discovered, from the damage mapping
draft to the final structure damage assessment. This example was chosen
as it represents one of the more usual types of damage on the A/C and
enables to make an in depth investigation with all the different stages.
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INTRODUCTION

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IDENTIFICATION OF THE DAMAGE
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within chapter 53 of the SRM. Information
concerning the damage classification and reporting are to be found within
SRM chapter 51-11-00. The applicable damage is a scratch with no visible
crack.
At this stage: take visual reference to facilitate damage location.
Such as, forward or an aft passengers door, or a cargo door, above or
below cabin floor level at stringer (Stgr) 23, near a longitudinal or
circumferential joint, etc...).
If the scratch is near a rivet row, an internal visual inspection is required
to determine whether the internal structure (frame, stringer, etc...) is also
damaged or not.
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IDENTIFICATION OF THE DAMAGE

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MAPPING
DRAFT
Using the SRM 51-11-13 as a guide, the maximum information should
be taken from the A/C before starting any assessment (measurement
and location of the maximum depth, distance from dent edges to the
nearest fastener rows, existing closest skin joints or any other visible
structure that will help in the detailed location of the damage, etc...).
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair,
if any, are to be found within the chapter 53 of the SRM.

NOTE: on the affected panel, there are no stringer rivet rows, thus,
stringers, if any, should be welded onto the skin: it is not
possible to identify the stringer references.
As a consequence, it is necessary to measure the distance from a
longitudinal skin joint to the dent maximum depth, in order to get a
reference for the location of the dent. This reference will be compared
with the welded stringer references coming from the SRM, page blocks
101 and 201 (see next pages).
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MAPPING - DRAFT

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MAPPING (continued)
CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION
The illustration of the chapter 53-00-00 enables the operator to
determine the circumferential joints related frame numbers. In the
given example, the damage is located in the aft center fuselage section,
with the circumferential skin joints at Fr 47/54 and Fr 64.
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MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION

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MAPPING (continued)
CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION
(CONT'D)
Using the frame identification illustration of chapter 53-00-00, and
the data collected during the damage mapping, the frames surrounding
the damage can be determined. According to the mapping information,
the damage is located between the fourth and the fifth frame before
the circumferential skin joint located at frame (Fr) 64. Consequently
the damage is located between Fr 59 and 60.
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MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION (CONT'D)

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MAPPING (continued)
LONGITUDINAL SKIN JOINT AND PANEL
IDENTIFICATION (CONT'D)
To complete the damage location, the stringers surrounding the damage
also need to be determined. For this purpose, the "General Panel
Identification" illustrations, proposed within chapter 53-00-00, can
be used. According to the data collected on the A/C and the location
of the damage from the existing longitudinal skin joints, the affected
panel can be determined. For this example, the damage is located on
panel 5 - lower side shell - located between Stgr 32 LH and 41 RH,
and Fr 47/54 and 64. As seen before, this panel is a welded
skin/stringer panel, thus, refer to page block 101 to determine the
stringers position.
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MAPPING - LONGITUDINAL SKIN JOINT AND PANEL IDENTIFICATION (CONT'D)

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MAPPING (continued)
WELDED STRINGERS POSITION
First, refer to the page block 101 of the relevant chapter/section
(53-41-11) and start to read carefully the procedure. Refer to the
allowable damage description/criteria table to find the concerned
paragraph (4F): "Fuselage Skin Plates Fr 47 / 54 Thru Fr 64 Between
Stgr 32 LH and Stgr 41 RH (Welded Panel)".
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MAPPING - WELDED STRINGERS POSITION

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MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
Read the notes within the relevant paragraph to find information about
the definition and determination of undisturbed skin (unwelded and
unriveted).
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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
This figure shows how unwelded and unriveted areas, welded areas,
riveted areas and coupling areas are defined. Two methods of
measurement are given, we look at measurement from outside, a flag
refers to SRM chapter 53-41-11 page block 201 to get stringer
positions on a welded panel.
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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
This diagram provides the distances from the lap joint 41RH to all
welded stringers, at each frame location. Therefore a new mapping is
required. The distance from the lap joint (Stgr 41RH) to the dent
maximum depth (at Fr 60) becomes 825 mm.
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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
This distance (825 mm) must be compared with the distances from
the lap joint 41RH to the welded stringers, to locate the dent.
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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
We conclude that the dent is located between Stgr 40 and 41LH and
it is now possible to finalize the draft (see next page).
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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DETAILED IDENTIFICATION
The "fuselage section division" illustration of chapter 53-00-00 used
before enables the definition of the affected section: aft center fuselage,
part of rear fuselage - section 16/17 - chapter 53-40-00. The general
illustration of the chapter 53-40-00 identifies the main structural
arrangement of the rear fuselage. The skin plates are part of the main
structure covered by the section 53-41-00.
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DETAILED IDENTIFICATION

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DETAILED IDENTIFICATION (continued)
DETAILED IDENTIFICATION (CONT'D)
Following SRM 53-41-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 5. The identification table informs
us that the full identification of the skin panels (skin plates) are covered
by SRM 53-41-11.
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DETAILED IDENTIFICATION - DETAILED IDENTIFICATION (CONT'D)

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DETAILED IDENTIFICATION (continued)
DETAILED IDENTIFICATION (CONT'D)
The identification table of SRM 53-41-11 refers to the figure 3 sheet
2 for the skin panel located between Fr 58A & Fr 64, and Stgr 41RH
& Stgr 32LH.
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DETAILED IDENTIFICATION - DETAILED IDENTIFICATION (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DETAILED IDENTIFICATION (continued)
DETAILED IDENTIFICATION (CONT'D)
The damaged panel is illustrated onto two sheets. According to the
figure 3 sheet 1, the damaged panel is item number 1.
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DETAILED IDENTIFICATION - DETAILED IDENTIFICATION (CONT'D)

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DETAILED IDENTIFICATION (continued)
DETAILED IDENTIFICATION (CONT'D)
There is no modification associated to item 1 thus: it is the basic panel.
No other item/Part Number (P/N) with associated Modification
(MOD)/Service Bulletins (SB) status is available in the nomenclature
table so, the skin panel of MSN 2218 is the Part Number (P/N)
D53479410202.
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DETAILED IDENTIFICATION - DETAILED IDENTIFICATION (CONT'D)

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DETAILED IDENTIFICATION (continued)
DETERMINATION OF SKIN THICKNESS IN DENTED
AREA
The damage is located between Fr 59 & 60, and Stgr 40LH & 41LH.
This information can be reported onto the illustration and gives the
skin thickness in the dented area (code B, giving 1.6 mm (0.063 in)).
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DETAILED IDENTIFICATION - DETERMINATION OF SKIN THICKNESS IN DENTED AREA

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DETAILED IDENTIFICATION (continued)
MAPPING (FINALIZATION)
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the dented area. As the mapping is
at scale 1:1, we can measure the distance between Stgr 40LH and the
deepest point of the dent (59 mm), and the distance between Stgr 40
and the edge of the dent (49 mm). The damage assessment using the
allowable damage page block 101 is the next step.
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DETAILED IDENTIFICATION - MAPPING (FINALIZATION)

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DAMAGE ASSESSMENT
GENERAL
To start the damage assessments refer to the page block 101 of the
relevant chapter/section (53-41-11), and start to read carefully the
procedure. A special attention shall be paid to the notes and cautions.
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DAMAGE ASSESSMENT - GENERAL

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DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT
In the relevant paragraph 4F (fuselage skin plates Fr 47/54 thru Fr 64
between Stgr 32 LH and Stgr 41 RH (welded panel)), a caution note
indicates that the allowable damage effectivity per A/C weight variant
may have to be verified.
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DAMAGE ASSESSMENT - WEIGHT VARIANT

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DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT (CONT'D)
The weight variant is a criterion which is defined for each model of
A/C and depending on its Maximum Take Off Weight (MTOW),
Maximum Landing Weight (MLW), and Maximum Zero Fuel Weight
(MZFW). The allowable damage limits are defined per weight variant
and, for a same model, the weight variant can change, depending on
modification or SB embodiment status. The current weight variant of
the affected A/C has to be known before starting the assessment. If
the A/C weight variant is not within the table, a damage report has to
be sent to Airbus.
Depending on SB/Mod since A/C delivery, only the airline-engineering
department is able to give you the current A/C weight variant. The
current weight variant shall be compared with the data given in a table
at the beginning of allowable damage related paragraph.
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DAMAGE ASSESSMENT - WEIGHT VARIANT (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA
A second caution note indicates that in some cases, an inspection
program has to be followed.
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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Check the applicability of the allowable damage for dents.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Refer to paragraph 4F for dents. Dents are considered as fulfilling
nearness/form criterion or out of nearness/form criterion in accordance
with their geometry and their proximity to the nearest adjacent internal
structure elements. This must be determined according to the
parameters defined in figure 114 and diagram 102.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
AREA OF RIVETED SUBSTRUCTURE
In areas of riveted substructure, to define whether the dent fulfils
nearness/form criterion, two criteria have to be checked. Refer to
figure 114 sheet 1. B must be at least 15 mm, where B is the smallest
distance measured from the dent edge to any fastener row or any
cutout. D must be maximum 10 % of A, where D is the maximum
depth of the dent and A is the smallest distance measured from D
point to the closest adjacent structure.
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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
AREA OF RIVETED SUBSTRUCTURE (CONT'D)
Check whether the first criterion is fulfilled: B distance is minimum
15 mm.
The smallest distance measured between the edge of the dent and the
surrounding fastener rows is 95 mm, which is higher than 15 mm.
The first criterion is met.
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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE (CONT'D)

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DAMAGE ASSESSMENT (continued)
AREA OF RIVETED SUBSTRUCTURE (CONT'D)
The second criterion consists in comparing the maximum depth of
the dent (D) with the smallest distance measured from the deepest
point of the dent to the closest adjacent structure (distance A). If no
access from inside, the measurement is taken from outside. In this
case, A is X-15 mm, where X is the distance between the deepest
point and the closest fastener row.
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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
AREA OF RIVETED SUBSTRUCTURE (CONT'D)
Check whether the second criterion is fulfilled: D less or equal to 10
% of A. The depth of the dent should be maximum 10% of the distance
A. The smallest distance between the deepest point of the dent and
the surrounding fastener rows is 221 mm. Since measured from
outside, distance A = 221 mm - 15 mm = 206 mm. The second
criterion is met: D = 3 mm is smaller than 10 % of A.
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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
AREA OF UNRIVETED SUBSTRUCTURE
In areas of unriveted substructure, to define whether the dent fulfils
the nearness/form criterion, two criteria have to be checked. Refer to
figure 114 sheet 2. Dent should be out of the welded area. D is
maximum 10 % of A, where D is the maximum depth of the dent and
A is the distance measured from D point to the boundary of the welded
area. Figure 114 sheet 2 informs us to refer to figure 115 for welded
areas.
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DAMAGE ASSESSMENT - AREA OF UNRIVETED SUBSTRUCTURE

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
DEFINITION OF AREAS (CONT'D)
This figure defines that a welded area is delimited by 25 mm up and
down the stringer.
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DAMAGE ASSESSMENT - DEFINITION OF AREAS (CONT'D)

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DAMAGE ASSESSMENT (continued)
AREA OF UNRIVETED SUBSTRUCTURE (CONT'D)
The welded area of 50 mm width has been reported on the mapping;
the first criterion is fulfilled as the dent is out of the welded area.
Check whether the second criteria is fulfilled: D 10 % A. The dent
fulfils both nearness form/criterion for unriveted area and riveted area,
thus continue the damage assessment.
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DAMAGE ASSESSMENT - AREA OF UNRIVETED SUBSTRUCTURE (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
As mentioned in a caution at the beginning of the allowable damage
pages, the allowable damage applicability have to be checked, using
the weight variant table (table 107) given at the beginning of the
paragraph. The information coming from the airline-engineering
department shows that the MSN 2218 is at weight variant 004. Since
the weight variant 004 is within table 107, continue the damage
assessment.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
DAMAGE CRITERIA (CONT'D)
Before starting comparing the dents in accordance with diagram 102
as mentioned in paragraph 2, read the paragraph 3.
We have checked that the dent is out of riveted areas and welded areas,
if we look at figure 115 we see that the dent is also out of coupling
areas.
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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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DAMAGE ASSESSMENT (continued)
ALLOWABLE DENT DIAGRAM
The key to the allowable damage diagram is the skin thickness in
dented area and the dent depth. You must refer to the data collected
before (damage mapping). The diagram is associated to requirements
already checked at an early stage.
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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM

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A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

DAMAGE ASSESSMENT (continued)
ALLOWABLE DENT DIAGRAM (CONT'D)
The skin thickness in the dented area is 1.6 mm (found in the
identification pages). The depth of the dent is 4 mm (measured from
the A/C-damage mapping). These two values are plotted onto the
diagram, which defines a point. The area where this point is located
defines the subsequent actions to be performed. For the concerned
dent read the note: "Check Damage For Cracks By Detailed Visual
Examination. If Clear, repair Within 3000 FC". Provided that no crack
is detected by detailed visual inspection, the dent is considered as an
allowable damage with a time limit (temporary allowable damage).
The A/C can be released. But a repair will have to be done before
3000 Flight Cycles (FC). If cracked, contact Airbus or repair before
next flight.
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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM (CONT'D)

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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

SOURCES OF DAMAGE
Throughout its operational life, the aircraft structure is subjected to
different types of damage:
- fatigue damage (cracking),
- accidental damage (e.g. bird impact, ground handling,...),
- deteriorations due to environmental and operating conditions (lightning
strike, corrosion, ...).
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SOURCES OF DAMAGE

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SOURCES OF DAMAGE (continued)
DAMAGE DETECTION/PREVENTION
Concerning fatigue damage, the aircraft is designed and justified, to
be free of significant fatigue cracking during its Design Service Goal
(DSG). The scheduled structure inspection programs are prepared to
detect any fatigue cracking before it reaches a critical length.
Inspections for corrosion are also part of the scheduled maintenance
program. Nevertheless, the maximum protection schemes and attention
is paid to protect the aircraft structure against known environmental
aggressions. In addition, the basic protections should be kept in good
conditions and some basic precautions should also be considered.
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SOURCES OF DAMAGE - DAMAGE DETECTION/PREVENTION

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SURFACE PROTECTIONS
- the material,
- the function,
- the location.
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SURFACE PROTECTIONS

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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

SURFACE PROTECTIONS (continued)
PROTECTIVE TREATMENT AREAS - FUSELAGE
- difficult access, and/or high risk of accidental damage.
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SURFACE PROTECTIONS - PROTECTIVE TREATMENT AREAS - FUSELAGE

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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

SURFACE PROTECTIONS (continued)
TYPE OF PROTECTIVE TREATMENTS
- Type 2 - heavy-duty corrosion preventive compound: grease-like
coatings containing corrosion inhibitors which protect against corrosive
agents.
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SURFACE PROTECTIONS - TYPE OF PROTECTIVE TREATMENTS

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SEALANTS
SEALING IN TYPICAL FUSELAGE AREAS
In some specified areas of the aircraft, for example the lower shell, a
protective layer is put on the sealant. This layer makes sure that other
materials (for example, fuel, hydraulic oil, engine oil and waste fluids
from the toilets and galleys) do not cause a deterioration of the sealant.
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SEALANTS - SEALING IN TYPICAL FUSELAGE AREAS

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SEALANTS (continued)
SEALING IN TYPICAL FUEL TANK AREAS
In the fuel tanks, the sealant is used to prevent fuel leaks and corrosion
of the fuel tank.
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SEALANTS - SEALING IN TYPICAL FUEL TANK AREAS

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DRAINAGE
- special drain valves installed in those parts of the fuselage and which
are pressurized in flight.
The drain holes and drain valves are usually at the lowest part of the
fuselage. It is important that any unwanted liquids get to the drain holes
or valves. The structure of the lower fuselage is constructed so that a path
is given for these liquids. When you do a repair, make sure that you keep
this path free of unwanted materials.
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DRAINAGE

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COMPOSITE PARTS PROTECTION
COMPOSITE DAMAGES
Composite structures can be damaged by lightning strikes or handling
operations. The environmental conditions may be the source of damage
like rain, dust. The structure can also be affected by impact of foreign
objects or birds for example. At the design stage, the structure has the
maximum protection against these different sources of damage.
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COMPOSITE PARTS PROTECTION - COMPOSITE DAMAGES

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COMPOSITE PARTS PROTECTION (continued)
LIGHTNING STRIKE PROTECTION
- Zone 3: this zone includes all of the aircraft surfaces that are not in
Zone 1 and 2. In Zone 3, there is a low probability of attachment of
a lightning strike. However, high lightning currents can go through
Zone 3 by direct conduction between two attachment points. Zone 3
currents will also go into Zones 1 and 2.
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COMPOSITE PARTS PROTECTION - LIGHTNING STRIKE PROTECTION

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COMPOSITE PARTS PROTECTION (continued)
RADOME
This AMM extract deals with an example of lightning strike protection
in Zone 1, the radome. The radome is a sandwich structure with quartz
fiber skins; it is protected using copper straps on the external surface,
and bonding braids connecting the aluminum alloy frame to the
fuselage structure.
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COMPOSITE PARTS PROTECTION - RADOME

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COMPOSITE PARTS PROTECTION (continued)
ELEVATORS AND RUDDER
This second example shows the lightning strike protection of the
elevators and rudder trailing edges and tip, which are also located in
Zone 1. The elevators and the rudder are basically carbon fiber
structures. Their trailing edges are made of an aluminum alloy profile
and their tips are also made of aluminum alloy.
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COMPOSITE PARTS PROTECTION - ELEVATORS AND RUDDER

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COMPOSITE PARTS PROTECTION (continued)
ELECTRICAL CONTINUITY
The Nose Landing Gear doors are located in Zone 2. Their protection
and the electrical continuity is achieved using a metallic grid installed
at the manufacturing stage on the top of the composite layers. Note
that in most cases, this grid should be restored when damaged, as per
the Structural Repair Manual (SRM) procedures.
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COMPOSITE PARTS PROTECTION - ELECTRICAL CONTINUITY

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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

COMPOSITE PARTS PROTECTION (continued)
HANDLING OF COMPOSITE STRUCTURES
To keep composite structures in good and serviceable conditions, the
operator should avoid any damage during handling and/or maintenance
operations (such as chopped tools, take care of no step areas, ...).
Chemical strippers are not authorized on composite structures (the
resin system may be deteriorated). The protection like paint schemes
and special layers (e.g. tedlar layers on inside surfaces) should be kept
in good condition. The drying of composites is also essential before
hot bonding repair operations.
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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

COMPOSITE PARTS PROTECTION (continued)
ENVIRONMENTAL & IMPACT PROTECTION
The impact protection of the Trimmable Horizontal Stabilizer (THS)
leading edge is achieved by a metallic cover plate.
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STRUCTURE PROTECTIONS & AWARENESS D/O (3)

COMPOSITE PARTS PROTECTION (continued)
ENVIRONMENTAL & IMPACT PROTECTION (CONT'D)
- titanium fasteners.
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COMPOSITE PARTS PROTECTION - ENVIRONMENTAL & IMPACT PROTECTION (CONT'D)

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DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

SESSION OBJECTIVES

SESSION SET-UP

DAMAGE ASSESSMENT PROCEDURE

IDENTIFICATION OF THE DAMAGE
DETAILED IDENTIFICATION OF THE DAMAGED
PART
ALLOWABLE DAMAGE-GENERAL
DAMAGE CRITERIA
ALLOWABLE DENT DIAGRAM USAGE/FINAL
DECISION
CONCLUSION
DAMAGE LOCATION
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SESSION OBJECTIVES ... DAMAGE LOCATION

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DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

MAPPING
DRAFT
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MAPPING - DRAFT

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DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

MAPPING (continued)
FINALIZATION
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MAPPING - FINALIZATION

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ALLOWABLE DENT DIAGRAM
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ALLOWABLE DENT DIAGRAM

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DAMAGE ASSESSMENT EX. 2 OPERATIONAL SCENARIO (3)

SESSION OBJECTIVES

SESSION SET-UP

DAMAGE ASSESSMENT PROCEDURE

DAMAGE IDENTIFICATION/LOCATION
DETAILED IDENTIFICATION OF THE DAMAGED
PART
ALLOWABLE DAMAGE - GENERAL
APPLICABLE ALLOWABLE DAMAGE DIAGRAM
ALLOWABLE SCRATCH DIAGRAM USAGE/FINAL
DECISION
CONCLUSION
DAMAGE LOCATION
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SESSION OBJECTIVES ... DAMAGE LOCATION

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DAMAGE ASSESSMENT EX. 2 OPERATIONAL SCENARIO (3)

MAPPING
DRAFT
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MAPPING - DRAFT

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DAMAGE ASSESSMENT EX. 2 OPERATIONAL SCENARIO (3)

MAPPING (continued)
FINALIZATION
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MAPPING - FINALIZATION

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DAMAGE ASSESSMENT EX. 2 OPERATIONAL SCENARIO (3)

ALLOWABLE DENT DIAGRAM
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ALLOWABLE DENT DIAGRAM

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A318 DAMAGE ASSESSMENT EX. 3 OPER SCENARIO (3)

SESSION OBJECTIVES

SESSION SET-UP

DAMAGE ASSESSMENT PROCEDURE

DAMAGE IDENTIFICATION
STRINGERS LOCATION
DETAILED IDENTIFICATION OF THE DAMAGED
PART
ALLOWABLE DAMAGE - GENERAL
DAMAGE CRITERIA
CONCLUSION
DAMAGE LOCATION
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SESSION OBJECTIVES ... DAMAGE LOCATION

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A318 DAMAGE ASSESSMENT EX. 3 OPER SCENARIO (3)

MAPPING
DRAFT
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MAPPING - DRAFT

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A318 DAMAGE ASSESSMENT EX. 3 OPER SCENARIO (3)

MAPPING (continued)
RESULT
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MAPPING - RESULT

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REFERENCE U7Z08431
OCTOBER 2008
PRINTED IN FRANCE
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