Airbus Customer Services

A320 Programme Support

Ageing
Aicraft
Support
Metal structure corrosion
related inspections
Content
1. Introduction
2. Methodology and objectives
3. Risk areas & in-service fleet recommendations

1. Introduction
Results of inspections where corrosion is the main
finding have been reviewed. Studies focused on
understanding how age can have an influence on
corrosion development on metal structures.
As a result of this analysis, no correlation between
aircraft age and corrosion reports was found.
1.Introduction / Ageing Aicraft Support 002
Studies revealed that corrosion issues are actually
based on the following two parameters, but not age:
• The region where the aircraft is operated
(dry or wet climate)
• The time during which the structure has been
exposed to wet conditions.
 2. Methodology and objectives / Ageing Aicraft Support 003

2. Methodology and objectives

All A320 in-service experience was reviewed using The same type of three step approach as for the
of databases such as IDOLS Maintenance reports fatigue related inspection was implemented for the
and Airbus Repairs databases. corrosion related inspection. Results are shared in
the following pages of this section.
We identified that 20% of inspections proposed in
the Zonal Maintenance Program, resulted in 80%
of the corrosion findings.

3. Risk areas & in-service
fleet recommendations
• FWD passenger/crew door
• Cabin floor structure
• Fuselage internal structure, between Fr46 and
FR65
• Cabin floor structure, rear wet area
• Elevator, hinge fittings and actuator fittings
• Wing top skin panel 2 overhang
• Outer wing, dry bay area
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 004
• Outer wing, top skin, upper surface between rib
1 and rib 27
• Outer wing, Rear spar, AFT face, retraction jack
fitting
• Outer wing, MLG support RIB 5, outboard and
inboard faces
• Outer wing, top skin external surface AFT at
rear spar
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 005

3.1 FWD passenger/crew door cutout lower

corners internal structure above cabin floor
level, at FR 16 and FR 20 from stringer 22 to
stringer 23 and around girt bar fittings, LH/RH

DESCRIPTION
_
Airbus operated detailed inspection
of fuselage internal structure
between Fr 24 and FR 35 including
forward face of pressure bulkhead,
from stringer 38 LH/RH to bottom
centerline.
Note: TII TPS be limited to fuselage
internal structure from FR 34 to FR
35, and forward face of pressure
bulkhead, from stringer 38 LH/RH to
bottom centerline.
FWD passenger/crew door cutout
lower corners internal structure
above cabin floor level, at FR 16 and
FR20 from stringer 22 to stringer 23
and around girt bar fittings, LH/RH
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 006
has been inspected by Airbus. Areas affected:
Several operators have reported • Pax door sill: D53112191
corrosion on door sill beam mainly • Frame 20: D53112754
in the door entrance and galley or • Frame 16: D53112752
lavatory areas.
• Torsion box fitting: D53112192
Corrosion findings have been
• Corner fitting: D53112 223/224
reported affecting the pax doors
opening surrounding frames mainly • Reinforcement doubler: D53112165
at the level of the door sills.
Airbus has developed a design
solution to enhance the maintenance
economics of the aircraft.
Depending on the corrosion level,
the parts need to be repaired or
replaced.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 007

RISK EVALUATION INSPECTIONS

_ _
In service finding rate is high. However the All inspections reveals the the gap between the
technical solutions are entirely available. latch and the girt bar fitting allows water ingress
Light repairs and door frame replacement may (when the door is opened).
impact A/C availability and can be complex.
The door frames replacement falls under scope
of major repairs and are estimated to require
2 weeks of ground time.

In-Service rate

Risk evaluation

Repair complexity Time consuming

 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 008

CORRECTIVES ACTIONS 1/2

In order to prevent and control floor MODIFICATIONS Blanking plate design from carbon
structure corrosion, AIRBUS would To reduce corrosion sensitivity in the to top glass ply:
recommend the following general: surrounded areas of door sills, several
• Adapt Corrosion Prevention modifications have been developed by
and Control Program (CPCP) to Airbus.
findings (refer to Introduction of Introduction of composite clip nut:
Note :
REFERENCE: MPD Structures Section for details
• FAIR-13.0225 Lower Sill Beam
Corrosion
on requirements to maintain the
• Forward door sill: continuous airworthiness of the
-- A320-SRM-53-11-14 Pb001
– Fig 13 ->item 01
aircraft structure and to control Thanks to this modification the inspection
-- A320 AMM 53-11-00-220-006- corrosion to acceptable level interval increases from 5Y to 6Y.
A / MRBR 531166 (TH 5/6Y)
• AFT door sill: • Restore surface protection at next This modification introduces improved
-- A320-SRM-53-41-14 Pb101– maintenance opportunity (refer to floor panel design to prevent galvanic
Fig 21 -> item 18
-- AMM 53-41-00-210-834-A /
AMM and SRM 51 23 12) corrosion development in the contact
MRBR 534143 (TH 5/6Y) and
• Use of non-metallic scrappers in areas with the seat tracks.
MRBR 534195 (TH 5/6Y)
order to avoid deteriorating surface
Airbus point of contact:
Questions related to content of this
protection and thus enabling
article shall be addressed through corrosion start
TechRequest Engineering Query
interface within AirbusWorld portal
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 009

CORRECTIVES ACTIONS 2/2

Introduction of one piece floor In addition, airbus recommends to
panel at door sill: • Apply SBs to lower corrosion
sensitivity.
• Adapt maintenance program
Note : according to your findings
REFERENCE:
• FAIR-13.0225 Lower Sill Beam • At the opportunity of a C-Checks
Corrosion
maintenance event: Door sill cover
• Forward door sill:
-- A320-SRM-53-11-14 Pb001
MOD 36471 / SB 53-1202 were -- Remove the door sill cover
– Fig 13 ->item 01
-- A320 AMM 53-11-00-220-006- released for modifying the anchor nut -- Clean door sill beam to avoid dust
A / MRBR 531166 (TH 5/6Y)
• AFT door sill: installation to address the corrosion in accumulation
-- A320-SRM-53-41-14 Pb101– this area. -- Ensure that drain holes are not
Fig 21 -> item 18
-- AMM 53-41-00-210-834-A / Improve sealing angle installation blocked
MRBR 534143 (TH 5/6Y) and
MRBR 534195 (TH 5/6Y) at FR68: -- Ensure correct application of TPS REPAIRS
Serial MOD 28101 (Temporary Protective System). Replacement
Airbus point of contact:
Questions related to content of this Serial MOD 35080 Repair
article shall be addressed through
TechRequest Engineering Query MOD 35535 (SB 53-1191) Blend out
interface within AirbusWorld portal
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 010

3.2 CABIN FLOOR STRUCTURE

BETWEEN FR 12 AND FR21

DESCRIPTION
_
Cabin floor structure
(seat and dummy tracks) concerns:
• Cabin floor structure and structure
below AFT entrance area; between
frame 66 and frame 68 and lateral
shear plates between frame 68 and
frame70
• Cabin floor structure, below 0.5M
around galleys and toilets, from FR
47/54 (A318) / FR 47/51 (A319) / FR
47 (A320, A321) to FR 70, except area
between FR 66 and FR 68.
Several operators have reported
corrosion on the seat tracks, longitudinal
floor beams (also called dummy tracks
or false rails), and / or door sill beam
mainly in the door entrance and galley
or lavatory areas. Following to the
technical symposium in Cairo in May
2000, a specific task force with airline
participation was launched to investigate
this concern. The close collaboration
with the airlines engineering allowed
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 011
an intensive exchange of experience For maintenance, the wet areas are
and knowledge and the development defined by complete transverse sections:
of practical orientated design • Door sides + 2 bay frames each side,
improvements.
• Galley/lavatory + 1 bay frame each side
Further corrosion has been reported
(mainly on period ranging from 2005 to
2010) on aircraft equipped at least partly
with this first batch of improvements.
These new findings have been analyzed,
and addressed accordingly.
The cabin floor structure corrosion has
been identified in the areas underneath
the galleys, the toilets and door sills
in both the forward and the aft cabin
locations.
Airbus has introduced a better
geometrical definition of the wet areas of RISK EVALUATION
the cabin floor structure where specific _
corrosion prevention measures are
applied. These ‘wet areas’ are enlarged Risk evaluation
compared to the previous design while
following simple geometrical rules (see
AMM 25-28-00). Time consuming

CORRECTIVES ACTIONS 1/6
CABIN FLOOR PREVENTION
General Recommendations:
In order to prevent and control floor
structure corrosion, AIRBUS would
recommend the following general:
• Adapt Corrosion Prevention
and Control Program (CPCP) to
findings (refer to Introduction of
MPD Structures Section for details
on requirements to maintain the
continuous airworthiness of the
aircraft structure and to control
corrosion to acceptable level
• Restore surface protection at next
maintenance opportunity (refer to
AMM and SRM 51 23 12)
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 012
• Use of non-metallic scrappers in
order to avoid deteriorating surface
protection and thus enabling
corrosion start
Improvement to specific wet areas
Galley hard point and lavatory hard
Figure 6- Titanium bushes
point:
• This improvement is not available for
To improve the corrosion protection in
retrofit through SB since it has an
the floor structure area, titanium bushes
impact in the cabin installation. Due
(ABS5453A) are implemented in the
to the high number of existing cabin
beams of hard points where galleys
configuration, it was decided that no
and lavatories are installed in order to
SB would be released.
change the design in the interface area
of floor structure to galley and lavatory
attachments

CORRECTIVES ACTIONS 2/6
Retrofit modifications
This modification installs an adhesive
tape (ASNA 3566, CML 05TAM8) at all
bushes of the lavatories and galleys to
protect the friction of the nut with upper
surface of the rail has been developed.
Figure 7- Installation of adhesive tape on bushes
Synthetic greases
Airbus recommends further filling of
the crown of seat tracks with corrosion
prevention compound.
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
Several greases have been developed
as Seat track crown filling compound:
• Grease PQ10006-018-00 (SM) /
CML 03GBB1
• AEROSPEC 400 (K0567), / CML
03GCC1
• Grease SYNTH AEROSHELL
GREASE22 (F1858), / CML 03GBB1
• Grease SYNTHETIC NYCO GN22
(F4101), / CML 03GBB1
• MOBIL Grease 28 (8W406). / CML
03GBB1
Grease application brings some benefit
to the floor structure and can be
ordered as an option before delivery
thru RFC/RMO and is also available for
retrofit.
013
Airbus is currently investigating
the possibility of certifying AV-Dec
products for corrosion prevention as an
alternative of above grease solution.
Mylar foil and Non textile floor
Mylar foil is installed as a first moisture
barrier during the installation process
of the cabin furnishings between non
textile floor covering (NTF) and floor
panel.
All information about NTF/Mylar
improvements and recommendations
are available within ISI reference
25.00.00016.

CORRECTIVES ACTIONS 3/6
Door sill cover plate:
A permanent solution is currently under
analysis and development.
For further information, please refer to:
FAIR 13.0225
TFU 53.41.00.006
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
Improvement to dry and wet areas
Seat tracks material
A new material has been introduced for
seat tracks and dummy rail on section
12/13/14/14A.
The material used was: 7175 T6511
and now becomes 7075 T79511
tempering or 7175 T79511.
Retrofit can be performed through
SRM. (ICY code 100).
MOD 26101 since MSN 765
Introduction of composite clip nut:
The clip nut covers the whole floor
structure including girt bar fitting
installation.
014
This element prevents the galvanic
corrosion due to accidental scratching
during installation and subsequent
corrosion of seat tracks.
Composite clip-nuts (EN6131 see
Standard Manual) have been qualified
and are proposed as preferred spare
parts in the IPC (Replacing ABS0365
and NSA5110).
For full retrofit 2 MOD SBs have been
issued for specific locations.
MOD 36309 since MSN 3010 / retrofit
IPC + SB 53-1208 in March 2009

CORRECTIVES ACTIONS 4/6
Additionally to enable installation of
composite clips nut on shear plate at
location P23/P’23 between frame 69
and 70, the diameter of four assembly
holes has been increased from a
diameter of 14 to 15 mm. the surface
treatment of the shear plate has been
changed from Chromic Acid Anodizing
to Sulfuric Acid Anodizing.
MOD 35792 since MSN 3010 (retrofit
SB 53-1207)
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
The introduction of composite clip nuts
in the cabin structure is an alternative to
the existing metallic clip nuts.
The clip nuts are used to install the
cabin floor panels on the floor structure
(seat track, floor beam).
Composite clip nut improves the
resistance against the corrosion,
preventing the galvanic corrosion
between the aluminum structure and
the clip nut.
The installation of composite clip nut
requires a larger diameter of the hole in
the structure. For 90% of the cabin floor
structure, the existing attachment holes
are sufficient. But for few specific areas,
a light structure modification could be
needed.
015
Floor panel installation principle change:
dry sealant installation principle:
In pre-mod 154046 aircraft, water
tightness between floor panel edge and
seat track crown was ensured
through installation of floor panel with
wet sealing bead. The installation of
floor panels in Post-mod
154046 aircraft is using a dry sealant.
This floor panel installation principle is
valid in wet and dry areas.

CORRECTIVES ACTIONS 5/6
This new concept consists in wrapping,
all around each individual panel, an
L-shaped closed-cells foam tape
(ABS5784). The two inner edges of
tape are self-adhesive (protected
by two removable strip), for easy
installation.
Aircraft post-mod 154046 still have
areas with the wet sealant panel
installation. Dry sealant solution
for these areas is currently being
investigated for retrofit and serial a/c.
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
The panel is then pressed in position
between seat tracks. There is no wet
sealant; water-tightness is ensured by
the pressed foam tape (hence the offset
of foam to upper floor panel edge).
The main advantages of this solution
are:
• No limited shelf life sealant,
• No curing time at installation
• Easier application.
• Easier removal without damaging
floor panel.
At removal, the floor panel, once
unscrewed,
016
can be pulled:
• No need for cutting sealant
• Easier removal of floor panels and
cleaning of seat tracks,
• Reduce risk to damage the surface
protection on seat tracks
The ‘wet sealing bead’ is now replaced
on aircraft in production by a new
design, the dry-sealed installation.
Modification introduced in serial a/c
154046 since MSN 5535.
Retrofit solution is currently under
investigation. Similarly to A330/
A340 family, retrofit by AMM is being
investigated in order to provide flexibility
to operators.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 017

CORRECTIVES ACTIONS 6/6

MODIFICATION: Lavatories Floor pan:
Galley: Mod 154628 -- Mod 32633
Glass Ply floor Panels: Mod 28101 -- Mod 31574
Door sill: Mod 35882 -- Mod 33436
Material Seat tracks: Mod 26101 -- Mod 35878
Composite Clip Nuts: Mod 36309 Hi locksMod 150011
Shear Plate: Mod 35792 Serial Mod 154046
Note : Corrosion on L profile in galley area
REFERENCE:
Further reading: Joint sealing & Joint Welding: Mod
ISI 53.00.00006 34707
ISI 53.00.00085
TFU 53.00.00.008
TFU 53.00.00.009
TFU 53.41.00.006
ISI 25.00.00016
ISI 53.00.00006

Airbus point of contact:

Questions related to content of this
article shall be addressed through
TechRequest Engineering Query
interface within AirbusWorld portal
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 018

3. 3 Fuselage internal structure between FR 46

and FR 65, including aft face of pressure
bulkhead, from stringer 38, LH/RH to bottom
centerline
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 019

DESCRIPTION
_
Several operators have reported Affected zones:
corrosion in the cargo floor structure • Stringer: D53470242,
area. In particular, most impacted D53470471, D53470420,
locations are in the cross beams D53470243
attachment holes, roller tracks lower
• Bulk cargo door sill: D53475765
flanges and in the bilge area all along
the fuselage. • Cargo shear web: D53470490
Detailed inspections of fuselage • AFT cargo door sill: D53475565,
internal structure, between FR 46 D53475575
and FR 65, including AFT face • Frame: D53475501, D53475502
pressure bulkhead from stringer 38,
LH/RH bottom center line has been
validated by Airbus.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 020

Cross beams attachment holes: Bilge area: AFT water waste door cut out:
The bilge area is more prone to corrosion
of its exposure to fluids.

RISK MITIGATION
Roller tracks lower flanges _

Risk evaluation

Time consuming

CORRECTIVES ACTIONS 1/2
REPAIRS
Blend out
Repair (typically by splicing for stringers
and installing a doubler for the skin)
Replacement
RECOMMENDATION
Airbus recommends operators the
following protection
tasks and transportation actions:
PACKAGING:
• Follow the recommendations of
ISI 25.50.00058 (“Cargo - Fluid
Spillage in Cargo –prevention,
decontamination, deodorizing”) and
Livestock Transportation Manual
(LTM)
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
• Load seafood in Unit Load Devices
(ULD) as pallets 2or containers.
Seafood should be packed in
containers that are watertight.
• Containers should be stowed in
upright position.«THIS WAY UP”
labels should be used.
• In case of spillage, apply special
cleaning procedure AMM 51-78-00
or SRM 51-78-16.
• Reapply water repellent and corrosion
inhibitor after Cleaning.
021
DRAINAGE SYSTEM MAINTENANCE:
• Inspect and clean drain valves per
MPD tasks 530000-01-1. Leaking
drain valves indicate polluted bilge
areas.
• Adjust inspection interval to aircraft
operation (for example: every
hangar check in case of seafood
transportation). Renew any drain hole
covered by structural repair.
• Accomplish AMM TASK 53-00-00-
210-001-A (Remove and Detailed
Inspection of Piston Type Drain Valves
in Lower Fuselage Shell) in order to
check if drain holes are not blocked
by fluids spillage.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 022

CORRECTIVES ACTIONS 2/2

CARGO COMPARTMENTS AND CORROSION DAMAGE REPAIR: inspection interval to reach the right
BILGE AREAS INSPECTION: In case of corrosion, repair the aircraft level of condition in the structure
• In case of seafood transportation, structure as per SRM 51-74-00 at the (cf. MPD; 3 – SECTION STRUCTURE;
inspect for fluids spillage every «A» earliest opportunity. item “7. CORROSION PREVENTION
Note : check. AND CONTROL PROGRAM (CPCP)”).
REFERENCE:
• Adjust inspection interval to findings. Besides, to avoid any other potential
ISI 53.00.00086 Key points for corrosion prevention:
AMM 51-78-00 damage, Airbus recommends to check
AMM 51-75-13 SURFACE PROTECTION AND • Use adequate containers the area under the floor structure of
AMM 53-00-00-210-001-A SEALING RENEWAL: • Maintain structure cleanliness FWD and AFT cargo bay as per AMM
AMM task 53-21-00-200-013-A
AMM task 53-41-00-210-014-A. - In case of damage, renew surface • Maintain structure protections task 53-21-00-200-013-A and AMM
SRM 51-23-12
protection and sealing at the earliest task 53-41-00-210 014-A.
SRM 51-74-00 • Adjust inspection program
SRM 51-75-12 opportunity (SRM 51-75-12, SRM 51-
SRM 51-78-16 23-12, AMM 51-75-13). For corrosion findings, Airbus
MPD 530000-01-1
ISI 25.50.00058 recommends to follow MPD
Further reading :
introduction, description of the
ISI 25.50.00058
different corrosion levels that can
Airbus point of contact: be found during the inspection and
Questions related to content of this
article shall be addressed through corresponding adjustment of the
TechRequest Engineering Query
interface within AirbusWorld portal
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 023

3.4 ELEVATOR, HINGE FITTINGS

AND ACTUATOR FITTINGS
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 024

DESCRIPTION AFFECTED PARTS RISK EVALUATION

_ _ _
Some operators have reported structural Hinge fittings: Inspection findings that lead to repair
play above drawing requirements at the D55982000010/20/30/40/50 or frame replacement may impact a/c
elevators hinge line. availability.
Actuator fittings:
Operators have reported corrosion Frame falls under the scope of major
D55982500/10
occurrences on the bore of the elevator repair and is estimated to require 5 days
hinge and actuator fittings (SRM55- maximum.
26-41PB001/SRM55-26-47PB001).
Corrosion was noticed during the MPD
task 552600-01-1 «Elevator hinge line
Time consuming
inspection» carried out at the 12 years
initial threshold or earlier.
This damage is located in the hinge fitting
and actuator.
Risk evaluation

Repair complexity for replacement


CORRECTIVES ACTIONS
Note :
EXPECTED PO:
ST1 MSN6062 April 2014
ST2 MSN6104 May 2014
ST3 MSN6052 July 2014
Airbus point of contact:
Questions related to content of this
article shall be addressed through
TechRequest Engineering Query
interface within AirbusWorld portal
REPAIRS
Dedicated repair procedures are
quoted in the SRM55-26-41PB201/55-
26-47PB201 for corrosion findings on
elevator hinge and actuator fittings. The
optional reaming tool sets are available
since March 2014.
SB 55-1048 and Mod SB 55-1049 are
available since April 2014.
• Blend out
• Repair
• Replacement
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 025
MODIFICATIONS:
MSB 55-1049
ISB 55-1048
ISB 55-1048
> PRE155023 every 6YE checks
MOD155023
Laboratory analysis has shown that
the corrosion protection was defective
on the corroded fittings that were
analysed. This lack of protection
associated with humidity accumulation
is considered as the root cause of the
reported damage.
3.5 WING TOP SKIN PANEL 2 OVERHANG
BETWEEN RIB 4 AND RIB 27 TO INSPECT
FOR CORROSION

DESCRIPTION
_
Airbus defined special detailed
inspection of outer wing, top skin
panel 2 overhang between RIB 4
and RIB 22.
Corrosion may initiate at two different
locations of the upper wing skin of
A320 family:
• Exfoliation corrosion at the trailing
edge of the panel 2 AFT of the
wing rear spar or false rear spar,
in front of the spoilers and aileron
access panels.
• Corrosion around fastener holes
panels
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
Inspections are currently available for
aircraft preMSN 4100.
The top skin panel of these aircrafts
for which this TFU is effective
(pre mod 153904) is made from
aluminium alloy 7150T651.
In all reported cases, the corrosion
developed from the aft edge of the
panel or at the lower surface of the
panel at the interface with the trailing
edge seal plates or the trailing edge
strap.
027
Inspection SB 57-1154 and SB 57-1155 were
issued to propose two inspection options, Detail
Visual and Ultrasonic. The Detail Visual inspection
was proposed as one-shot inspection and a
commercial policy was put in place by Airbus to
promote this solution. The Ultrasonic inspection
was instead proposed as repetitive inspection,
with an interval of 48 Months.
Following a few reported cases of corrosion re-
occurrences after Detail Visual Inspection and
associated corrective actions as per SB 57-
1154 & 57-1155, in the frame of continuous
improvement, Airbus is now reviewing the SB
instructions to optimize inspection techniques.
In addition, after analysis of monitored cases
reported on post MSN 4100, it is also decided to
issue supplementary recommended Inspection
Service Bulletins proposing the existing ultrasonic
inspection on top of existing zonal inspection for all
aircraft preMOD 153904.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 028

Most of the findings are repaired by
blend out, re-protection and shims
installation.
However, in some cases, the extent
of the damage led to the necessity to
install an external doubler, requiring
dedicated repair design activity and
zero stress jacking.
RISK EVALUATION
_
In-service rate is very high because
it is the first contributor to wing
corrosion findings.
Repairs are complex because of
zero stress jacking.
These findings may lead to delays
in maintenance schedule due to the
time needed to define the repair.
Up to 15 days for repair plate
scenario (including corrosion,
clean up, jacking, skin split, plate
installation)

In-Service rate

Risk evaluation

Repair complexity Time consuming

 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 029

INVESTIGATIONS
Corrosion on the wing top skin trailing
edge overhang has been reported on
several A320 family in-service aircraft.
Extensive in-service feedback indicates
that aircraft operated in humid and salty
atmosphere are most affected.
A sampling inspection done in
production on aircraft pre MSN 4100
had revealed that primer and grey paint
may not be uniformly applied at the
edge of some panels following these
investigations SB 57-1154 and 57-
1155 were raised.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 030

PREVENTIVE ACTIONS
The description of all correctives
actions in the following paragraph
allows operators how to minimize the
impact of wing top skin corrosion on
A320 family aircraft operation and
maintenance planning.
INSPECTIONS
DInspections following recent reporting
revealed that some in-service aircraft
pre MOD 153904 have reported
clamping and sealing degradation
at the interface of the wing top skin
panel and the seal plates, increasing
the risk of moisture ingress. Other
contributing factors are identified, such
as environmental and maintenance
practices.
For more detail refer to TFU
57.21.00.007
MAINTENANCE INFORMATION
The following maintenance references
currently exist:
• MPD zonal tasks at 24MO (Rear
Spar check) to detect any sealant
degradation and/or corrosion
initiation.
• For aircraft pre MSN 4100 only,
MPD tasks 572125-01-1 & 572127-
01-1 requiring accomplishment of
recommended ISB 57-1154 and ISB
57-1155.
In addition, Airbus recommends to
check the condition of the sealant
located at the top skin panel 2 rear end
as per AMM task 57-21-00-200-035
and to restore it if found damaged.
ISI 57.21.00003 provides guidance for
damage reports and repair preparation.
REPAIRS:
Jacking procedure
Predefined repair solutions
Fasteners speculation
MODIFICATIONS:
preMOD 160001/160021 : Skin Panels
in aluminium 7150 T7651.
postMOD 160001/160021 : Skin
Panels in aluminium Unclad plates 7449
T7951.
MOD 153904 (SB 57-1172):
introduction of top skin fastener
alterations.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 031

3.6 OUTER WING, DRY BAY AREA


DESCRIPTION
_ _
Operators have reported several
corrosion findings in dry bay area
between Ribs 5 and 6 with corrosion
affecting upper surface of bottom
skin panel and stringers 2 and 3. An
inspection exists to cover this area in
Airbus A320 family MPD.
NOTE: ALTERNATIVE
COMPLIANCE FOR THE DRY BAY
AREA IS SHOWN BY PERFORMING
TASKS 572050-02-1, 572050-02-
2, 572050-02-4, 572050-02-5 AND
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 032
AFFECTED AREA
572050-02-6 AT THE SAME TIME. D57252453
ACCESS PANELS 540/640 CZ AND (bottom skin panel 1 – postmod 20167)
540/640 DZ NEED NOT TO BE D57256680
REMOVED IN THIS CASE (bottom skin panel 1- postmod160005
Corrosion is located at dry bay
between RIB 5-6 and stringer 2-5.
• ZL-540-02-2 TH/I : 144 Months
• ZL-560-01-1 TH/I : 144 Months
• 572050-02-X or 572020-01-X
• 572049-03-X TH/I : 6 years
external of drain holes
RISK EVALUATION
_
In dry bay area, corrosion is an important
issue. The intervention in this area is
complex because of accessibility.

In-Service rate

Risk evaluation

Repair complexity
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 034

PREVENTIVE ACTIONS
REPAIRS Main improvements:
Blend out MOD 35806: redesign the dry bay to
improve sealing
MODIFICATION
MOD 33508; application of TPS
• WING BOX EQUIPPED (Temporary Protection System)
WITH DRY BAY: in different wing areas (included in the
PRE 37331 OR POST 37332 dry bay)
for A318/319/320 MOD 155020: application of TPS in
PRE 38616 OR POST 38617 different wing areas (included in dry bay)
for A321
• WING BOX NOT EQUIPPED
WITH DRY BAY:
POST 37331 AND PRE 37332 for
A318/319/320
POST 38616 AND PRE 38617 for
A321
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 035

3.7 OUTER WING, REAR SPAR, AFT FACE,

RETRACTION JACK FITTING
7) 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 036

DESCRIPTION
_
Corrosion inside and around the lug bore
of the main landing gear jack anchorage
fitting has been reported on in-service
aircraft.
Corrosion is mainly located at the
retraction jack anchorage fitting.
Airbus defined detailed inspection of
outer wing, rear spar AFT face, retraction
jack fitting.
7)
AFFECTED PARTS
_
D57259162 postMOD 22494,
D57252921 postMOD20167,
D57251034 preMOD 20167
Subject fitting is quoted in the SRM 57-
26-13 figure 1 item 60 (A318 and A319),
item 50 (A320) and item 55 (A321). It is
made from aluminum alloy. It is protected
by Chromic Acid Anodizing (CAA), epoxy
primer and top coat.
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support
The corrosion is detected during
maintenance checks (MPD task 572651-
01-1), the accomplishment of the
Messier Dowty Service Bulletin 200-32-
253 (Introduction of improved bearing
assembly on MLG retraction actuator) or
after retraction actuator removal.
In most of the cases, the corrosion was
located on the spotface and/or on the
edge of the bore.
037
Some of the parts shown in IPC 57-26-
13 figures 1, 1A, 1B,... have also been
found damaged: bearing assembly
connecting parts (nut, washer,...)
corroded and bearing housing seals
degraded.
Most of the fittings were repaired by
spotfacing and reprotected. Corrosion
beyond the allowable repair limits led to
the fitting replacement in a few cases.
Bearing assembly connecting parts and
seals were replaced when damaged.
RISK EVALUATION
_
In service finding rate is medium.
However the technical solutions are entirely
available.
Light repairs and door frame replacement may
impact A/C availability and can be complex.
The door frames replacement falls under scope
of major repairs and are estimated to require
The time for repair embodiment is estimated
at 5 days.

In-Service rate

Risk evaluation

Repair complexity Time consuming


CORRECTIVE ACTIONS
INVESTIGATIONS
No correlation could be identified
between the findings and the age, the
MSN and the number of accumulated
Flight Hours or Flight Cycles of the
affected aircraft.
Bearing housing seals wear and fretting
at the lockwasher / fitting interface are
suspected to be at the origin of the
corrosion.
It has been identified that the initiation of
corrosion was due to a combination of:
• moisture ingress due to sealant
cracking on the top surface
• moisture ingress through the bottom
surface due to the absence of sealant
• degradation in service of the
protection schemes
3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 039
• galvanic cell between tab washer MODIFICATION/ IMPROVEMENTS
(unprotected stainless steel) and the Introduction of new loaning assembly
fitting (aluminium).
MOD150311
MAINTENANCE INFORMATION MOD 39730 (SB 57-1157)
A new tabwasher is necessary for the
REPAIR
bearing re-installation as per AMM task
57-26-13-400-002. Repair (typically ream bore, spot facing,
oversize bushings, washer)
This tabwasher can be procured
through Airbus|Spares under the PN Replacement
D5725260220400 or through the Blend out
vendor under the PN MBFW55B. If
the order is placed through the vendor,
the customer will get the service
kit KMBF55B which contains two
seals MBFS55B and four dowel pins
MBFP55B in addition to the tabwasher.
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 040

CORRECTIVE ACTIONS
PERMANENT SOLUTION
Sealant application process has been
improved in production from January 07.
The modification 39730 has been
developped to introduce a new bearing
assy in production: surface protection
of all bearing assy parts has been
improved and a new interface washer
has been added to avoid fretting
between the tab washer and the fitting.
This modification will be applied in
production on:
Note :
REFERENCE:
SB 57-1157
Further reading:
SRM 57-26-13
For in-service aircraft, the SB 57-1157
has been issued in September 2009
to recommend the replacement of
the bearing assy by post-mod 39730
bearing assy.
A repair procedure in case of corrosion
findings is planned to be introduced
in the SRM in May 2010 revision. This
repair will provide detailed instructions
to remove corrosion on the fitting
spotface. A specific tool will be required
and will be available for loan. In case of
extensive corrosion in the fitting bore,
Airbus will have to be contacted for
further instructions.

Airbus point of contact:

Questions related to content of this
article shall be addressed through
TechRequest Engineering Query
interface within AirbusWorld portal
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 041

3.8 OUTER WING, MLG SUPPORT RIB 5,

OUTBOARD AND INBOARD FACES
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 042

DESCRIPTION AFFECTED PARTS

_ _
Corrosion of outer wing, MLG support MLG Support Rib 5:
support RIB 5 (attachment bores & lugs) D57252580 / D57252581
has been reported on in-service aircraft.
Bushes:
D57251021 / D57251022 / D57251023
RISK EVALUATION
_
The aircraft could be stopped 1 month in case of
verification of replacement of gear RIB.
Repairs are complex for tool for reboring and
replacement of gear RIB.

Time consuming

Risk evaluation

Repair complexity
 3. Risk areas & in-service fleet recommendations / Ageing Aicraft Support 044

CORRECTIVE ACTIONS
REPAIRS MODIFICATION
Mostly Repairs MOD 32025: installation of interference
(ream bore + ovz bushes) fit bushes
Replacement Retrofit solution by MANDATORY SB
Blend out 57-1118.
MOD 154426:
INSPECTIONS introduce bush treatment
• 575150-01-1 pre-MOD/SB (preSB improvements.
57-1110) : TH / INT = 10 YE / 5 YE MOD 155881:
• 575150-01-2 post-MOD/SB : TH / gear RIB protection improvements.
INT = 12 YE / 6 YE
• 575171-01-1/2 preMOD: TH/INT=
150 or 10 FC
• 575171-01-3/4 post MOD/SB: TH/
INT 500FC