Training A320 Structure

SINGLE AISLE
TECHNICAL TRAINING MANUAL
MAINTENANCE COURSE - T1
STRUCTURE
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
STRUCTURE
Structure Presentation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
A318 Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Pylons/Nacelles D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
A318 Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Windows D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Wings D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Structure Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . 244
Window Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . . 276
SRM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
Window Damage Assessment D/O (3) . . . . . . . . . . . . . . . . . . . . . . 426
Damage Assessment Example 1 D/O (3) . . . . . . . . . . . . . . . . . . . . 442
Damage Assessment Example 2 D/O (3) . . . . . . . . . . . . . . . . . . . . 506
A318 Damage Assessment Example 3 D/O (3) . . . . . . . . . . . . . . . 570
Structure Protections & Awareness D/O (3) . . . . . . . . . . . . . . . . . . 642
Damage Assessment Ex. 1 Operational Scenario (3) . . . . . . . . . . . 674
Damage Assessment Ex. 2 Operational Scenario (3) . . . . . . . . . . . 684
A318 Damage Assessment Ex. 3 Operat. Scenario(3) . . . . . . . . . . 694
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51 - STRUCTURE TABLE OF CONTENTS Page 1
STRUCTURE PRESENTATION (3)

STRUCTURE BREAKDOWN
The aircraft structure is broken down into six ATA chapters:
- ATA 52 - Doors,
- ATA 53 - Fuselage,
- ATA 54 - Pylons / Nacelles,
- ATA 55 - Stabilizers,
- ATA 56 - Windows,
MAJOR STRUCTURAL DIFFERENCES

Compared with the A319/A320 and the A321, the A318 has a new vertical
stabilizer, which is 750 mm (29.53 in) longer.
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MAJOR STRUCTURAL DIFFERENCES

STRUCTURE PRESENTATION (3)

COMPOSITE STRUCTURE LOCATION
The illustration shows the main application of composite materials.
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COMPOSITE STRUCTURE LOCATION

DOORS D/O (3)

GENERAL
The fuselage has:
- 4 passenger/crew doors,
- 2 (or 4, depending on the A/C - see slide ''emergency exit door
structure'') emergency exit doors,
- 2 cargo compartment doors,
- 1 bulk cargo compartment door (A320 & A321 only),
- landing gear bay doors and access doors for servicing and maintenance.
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GENERAL

DOORS D/O (3)

PASSENGER COMPARTMENT DOORS
PASSENGER/CREW DOOR
The aircraft has four passenger doors type X, 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. 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, segments and beams
and a surrouding frame on which are fixed hinge fittings and locking
mechanisms. The loads resulting from cabin pressure are transferred
by stops located on each side of the door.
All the doors include an evacuation system. The escape slides or slides
/ raft are stowed in hard containers at the lower part of the
passenger/crew door.
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PASSENGER COMPARTMENT DOORS / PASSENGER/CREW DOOR

DOORS D/O (3)

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

DOORS D/O (3)

CARGO COMPARTMENT DOORS
FWD & AFT CARGO DOORS
Two doors in the lower RH side of the fuselage provide access to the
main cargo compartments.
These doors are designed to carry the hoop tension loads from internal
pressure. 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 hinges for the door, and the lower
ends are attachment for the locking hooks. The A318 cargo doors
cutout is reduced by 534 mm.
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CARGO COMPARTMENT DOORS / FWD & AFT CARGO DOORS

DOORS D/O (3)

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

DOORS D/O (3)

ACCESS & SERVICE DOORS
The access doors are installed in the aircraft for inspection of the structure
and to give access to maintenance. Service doors are installed in the
fuselage to give access to the servicing of systems.
All access and service doors are opened and closed manually.
Access and service doors are illustrated as follows:
- Avionics compartment door: The avionics compartment access door is
installed in the lower shell of the fuselage between Fr 7 and Fr 10 in a
pressurized area. The door can be opened from the inside or the outside.
- APU doors: The APU access doors are installed in the fuselage tail cone
in Zone 310. These doors are located in the lower part of the fuselage
between Fr 80A and Fr 84A. The doors give you access to the APU for
maintenance.
There are also access and service doors - not-illustrated: These doors are
located in the fuselage and belly fairing for water, waste, external power
and maintenance.
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ACCESS & SERVICE DOORS

DOORS D/O (3)

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

DOORS D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

GENERAL (continued)
FUSELAGE BREAKDOWN
Compared with the A320, the A321 forward fuselage is eight frame
bays longer (additional section 14A, extending between frames (Fr)
35 and 35.8).
The A321 rear fuselage is five frame bays longer (additional section
16A, extending between Fr 47 and Fr 47.5.
Compared with the A320, the A319 forward fuselage (section 13/14)
and the rear fuselage (section 16/17) are respectively three frame bays
and four frame bays shorter.
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GENERAL / FUSELAGE BREAKDOWN

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

FORWARD FUSELAGE (continued)
TYPICAL STRUCTURE
This section is of conventional construction composed primarily of
chemically milled skin panels, frames and stringers made in sheet
metal.
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 sheet metal cleats.
The structure of the cabin floor has:
- cross beams,
- seat tracks,
- floor support struts,
- floor panels.
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FORWARD FUSELAGE / TYPICAL STRUCTURE

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

REAR FUSELAGE - A321 GENERAL ARRANGEMENT
The A321 rear fuselage assembly is a pressurized area, which extends
from Fr 47 to Fr 70.
The A321 rear fuselage is divided into three sections:
- section 16/17 and 18 which are similar to the A320,
- section 16A,
The section 16A of the A321 fuselage extends from Fr 47 to Fr 47.5.
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/slide-raft is installed in a separate
compartment below each door.
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REAR FUSELAGE - A321 GENERAL ARRANGEMENT

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are located at Fr
70, Fr 72 and Fr 74.
They have six fail safe yokes, which transmit the vertical stabilizer
loads into the fuselage frames via shear bolts.
The upper segments 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 / VERTICAL STABILIZER ATTACHMENT FITTINGS

FUSELAGE D/O (3)

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

FUSELAGE D/O (3)

TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the APU. This
section is connected to section 19 by means of four lugs and one
spigot.
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CONE/REAR FUSELAGE / TAIL CONE

A318 FUSELAGE D/O (3)

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 / FUSELAGE LAYOUT


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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GENERAL / FRAME/SKIN/STRINGER ASSEMBLY


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 / GENERAL ARRANGEMENT


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 / UPPER STRUCTURE


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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NOSE FORWARD FUSELAGE / LOWER STRUCTURE


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 / GENERAL ARRANGEMENT


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 / TYPICAL STRUCTURE


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 / GENERAL ARRANGEMENT


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 / KEEL BEAM


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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CENTER FUSELAGE / BELLY FAIRING


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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REAR FUSELAGE - GENERAL ARRANGEMENT


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 / GENERAL ARRANGEMENT


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 / REAR PRESSURE BULKHEAD


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 / VERTICAL STABILIZER ATTACHMENT FITTINGS


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 / THS ATTACHMENT FITTINGS


TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the APU (Auxiliary
Power Unit). This section is connected to section 19 by means of four
lugs and one spigot.
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CONE/REAR FUSELAGE / TAIL CONE

PYLONS/NACELLES D/O (3)

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


PYLONS - GENERAL ARRANGEMENT
The pylon has:
- a primary structure attached to the wing and supporting the engine,
- a secondary structure, essentially fairings, housing most of the systems.
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PYLONS - GENERAL ARRANGEMENT


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


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


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


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


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 / GENERAL ARRANGEMENT


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


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 hybrid Carbon Fiber Reinforced
Plastic (CFRP)/Aramid Fiber Reinforced Plastic (AFRP) sandwich
construction.
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PYLONS SECONDARY STRUCTURE / PYLON TO WING CENTER FILLETS


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 AFRP
sandwich construction.
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 in CFRP or AFRP sandwich
construction.
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PYLONS SECONDARY STRUCTURE / AFT FAIRING


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 is made of stainless steel alloy sheet except for the
bottom removable sole which is made of inconel 625 alloy.
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PYLONS SECONDARY STRUCTURE / LOWER FAIRING


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


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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

(continued)
MAIN SUPPORT FITTINGS
A hydromechanical actuator enables the adjustment of the angle of
incidence of the THS. The actuator is connected to a dual fitting (front
spar fitting) at the forward end of Rib 1, by means of hinge arms.
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 centerline at Rib 3. All fittings are made of CFRP.
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TRIMMABLE HORIZONTAL STABILIZER (THS) / MAIN SUPPORT FITTINGS

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

ELEVATORS - STRUCTURE LAYOUT
The structure of each elevator includes:
- a front spar,
- top and bottom skin panels,
- four ribs.
All components are laminated in CFRP; the top and bottom panels are
made in sandwich construction.
Rivets attach an aluminum profile to the trailing edge to make the trailing
edge stronger.
Six hinge fittings attach each elevator to the spar box of the THS. 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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ELEVATORS - STRUCTURE LAYOUT

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

VERTICAL STABILIZER (continued)
SPAR BOX - STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has a front, a center and a rear spar, ribs and two side
panels with 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 / SPAR BOX - STRUCTURE LAYOUT

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

LEADING EDGE
The vertical stabilizer leading edge has three removable sections.
They are attached to the forward edge of the spar box side panels and
to the leading edge ribs. The lower section gives access to the HF
antenna (see ATA 53 fuselage description for the lower section).
The three sections give an aerodynamic shape to the front of the
vertical stabilizer.
The three sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A stainless steel cover is bonded
to the inner surfaces of the sections and protects them against hail and
bird impact damage.
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VERTICAL STABILIZER / LEADING EDGE

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

TRAILING EDGE
The trailing edge 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 on each side. The panels
give access to the rudder servo control actuators and the hinge arms.
The panels are laminated in CFRP and GFRP bonded to a honeycomb
core.
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VERTICAL STABILIZER / TRAILING EDGE

STABILIZERS D/O (3)

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

STABILIZERS D/O (3)

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

A318 STABILIZERS D/O (3)

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


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) / GENERAL ARRANGEMENT


(continued)
SPAR BOXES
The complete spar box assembly has the Left Hand (LH) and Right
Hand (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) / SPAR BOXES


(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) / MAIN SUPPORT FITTINGS


(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) / ELEVATOR ATTACHMENT FITTINGS


(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.
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) / LEADING EDGE


(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) / TIP


(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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TRIMMABLE HORIZONTAL STABILIZER (THS) / TRAILING EDGE


ELEVATORS
STRUCTURE LAYOUT
The structure of each elevator has a front spar, a top and a bottom
skin panel and four ribs.
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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ELEVATORS / STRUCTURE LAYOUT


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 tip,
- the attach fittings.
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VERTICAL STABILIZER / GENERAL ARRANGEMENT


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 / STRUCTURE LAYOUT


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


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 / LEADING EDGE


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 / TIP - STRUCTURE LAYOUT


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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VERTICAL STABILIZER / TRAILING EDGE


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 / GENERAL ARRANGEMENT


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

WINDOWS D/O (3)

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

WINDOWS D/O (3)

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

WINDOWS D/O (3)

COCKPIT WINDOWS (continued)
WINSHIELDS STRUCTURE
The windshield 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 / WINSHIELDS STRUCTURE

WINDOWS D/O (3)

SIDE FIXED WINDOWS
The sides fixed windows have of two layers of different materials
are interchangeable. They are held by retainers bolted onto the inner
surface of the frame. They are installed with an integral anti - icing
and defogging system.
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COCKPIT WINDOWS / SIDE FIXED WINDOWS

WINDOWS D/O (3)

SLIDING WINDOWS
The sliding windows have several layers of different materials
are interchangeable. Each panel has an anti-icing and defogging
system. The sliding windows are installed on a mobile frame, which
is controlled from the cockpit, and the crew can use them as emergency
exits.
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COCKPIT WINDOWS / SLIDING WINDOWS

WINDOWS D/O (3)

CABIN WINDOWS
GENERAL ARRANGEMENT
The windows are installed in frames and make a smooth surface with
the fuselage skin.
The cabin windows are installed and removed from the inside of the
aircraft.
The windows have a circular seal, inner and outer panes made of
stretched acrylic resin held together by a retainer ring, and eye bolts.
A vent hole in the inner pane lets the cabin pressure maintained in the
window.
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CABIN WINDOWS / GENERAL ARRANGEMENT

WINDOWS D/O (3)

DOOR WINDOWS
STRUCTURE LAYOUT
The passenger/crew doors and emergency exit doors have a circular
window. They are used for inspection and observation in order to
check if the cabin is pressurized and the escape slide is armed.
The windows have a circular seal, inner and outer panes made of
stretched acrylic, held together by a retainer ring. A vent hole in the
inner pane lets the cabin pressure maintained in the window.
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DOOR WINDOWS / STRUCTURE LAYOUT

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

OUTER WING BOX (continued)
SKIN PANELS
The top and the bottom surfaces of the outer wing box are made of
skin panels machined from aluminum alloy.
There are 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 / SKIN PANELS

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

SLATS
GENERAL ARRANGEMENT
The wing leading edge is fitted of five slats, which make the movable
part of the wing leading edge.
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SLATS / GENERAL ARRANGEMENT

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

TRAILING EDGE DEVICES
GENERAL ARRANGEMENT
The trailing edge devices are:
- two flaps,
- one aileron,
- five spoilers.
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TRAILING EDGE DEVICES / GENERAL ARRANGEMENT

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

WINGS D/O (3)

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

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


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 / SCRATCH


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 / CORROSION


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)


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)


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 / GOUGE


CRACK
A crack is a partial fracture or complete break in the material.
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TYPES OF DAMAGE ON STRUCTURE / CRACK


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 / DENT


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 / NICK


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 / DISTORTION


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 / ABRASION


DEBONDING
Debonding is the separation of material due to an adhesive failure.
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TYPES OF DAMAGE ON STRUCTURE / DEBONDING


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 / DELAMINATION


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


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 / CREASE


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

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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51 - STRUCTURE WINDOW DAMAGE IDENTIFICATION D/O (3) Page 276
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GENERAL


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


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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only).

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TYPES OF DAMAGE ON COCKPIT WINDOWS / DAMAGE IDENTIFICATION


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 door 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 / RELEVANT ATA CHAPTERS


TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW
DOOR WINDOWS (continued)
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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TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW DOOR WINDOWS / DAMAGE IDENTIFICATION

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 Générale 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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51 - STRUCTURE SRM D/O (3) Page 286
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GENERAL

SRM D/O (3)

MANUAL BREAKDOWN
The SRM is divided into seven main chapters (From ATA 51 to ATA
57) and the 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

SRM D/O (3)

FRONT PAGES
GENERAL
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 / GENERAL

SRM D/O (3)

FRONT PAGES (continued)
HIGHLIGHTS
The highlights chapter deals with the identification, location of the
changes within the SRM from the previous revision. The type of
change (page revised, new, deleted) is also presented.
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FRONT PAGES / HIGHLIGHTS

SRM D/O (3)

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

SRM D/O (3)

INTRODUCTION (continued)
AIRPLANE ALLOCATION LIST
It also contains the airplane allocation list, giving for each MSN
(Manufacturer Serial Number), the airplane type, the aircraft rank
within the customer version, the customer, the customer abbreviation
code and the registration number.
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INTRODUCTION / AIRPLANE ALLOCATION LIST

SRM D/O (3)

WEIGHT VARIANT INFORMATION
This section of the introduction chapter enables the identification of
the aircraft weight variant according to the aircraft serie, engine types,
aircraft model and the modification associated to the weight variant
changes.
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INTRODUCTION / WEIGHT VARIANT INFORMATION

SRM D/O (3)

ALPHANUMERICAL INDEX
This document provides a list of all PNs (Part numbers) referenced
within the SRM and gives the related ATA chapter, the figure number,
the configuration and the item number within the figure. This list is
updated at each SRM revision. It provides a quick access to the part,
to identify within the manual using the part number as a key.
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INTRODUCTION / ALPHANUMERICAL INDEX

SRM D/O (3)

SRI (STRUCTURAL REPAIR INSPECTIONS)
GENERAL
For permanent repairs with inspection program, inspections are quoted
along with the repair.
Due to the amount of inspections, 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 Instructions (SRI) gives all necessary
inspection instructions on structural repairs and allowable damage
limits, and provides the airlines with information to integrate the
additional inspections to their own maintenance program.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / GENERAL

SRM D/O (3)

SRI (STRUCTURAL REPAIR INSPECTIONS) (continued)
GENERAL (CONT'D)
If an inspection is needed, an Inspection Instruction Reference (IIR)
will be specified within the related repair. The operator shall then
refer to the SRI chapter to find out all the inspection instructions using
the IIR as a key.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / GENERAL (CONT'D)

SRM D/O (3)

I.I.R. (INSPECTION INSTRUCTION REFERENCE)
The explanation of the IIR is given at the beginning of the SRI chapter.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / I.I.R. (INSPECTION INSTRUCTION REFERENCE)

SRM D/O (3)

SRI CONTENTS
At the beginning of the SRI chapter, a table of contents provides the
list of repairs concerned by special inspections requirements.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / SRI CONTENTS

SRM D/O (3)

SRI CONTENTS (CONT'D)
Within the introduction section of the SRI, the "Inspection Instruction
Schemes" table enables the operator to locate the inspection instruction
within the SRI (for inspection ref. 53-41-11-2-001-00, instructions
are to be found in paragraph 1.A.).
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SRI (STRUCTURAL REPAIR INSPECTIONS) / SRI CONTENTS (CONT'D)

SRM D/O (3)

SRI CONTENTS (CONT'D)
Within the concerned paragraph, the inspection instruction are divided
into three main parts:
- the general information part, which reminds the inspection location,
- the inspection information table (A/C concerned, inspection
threshold, interval, required inspection methods),
- the inspection areas illustrations.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / SRI CONTENTS (CONT'D)

SRM D/O (3)

SRI CONTENTS (CONT'D)-INSPECTION AREAS
ILLUSTRATIONS (IF ANY - E.G. 53-00-11)
The areas to be inspected are defined on the illustration, with the
identification of the applicable inspection methods and applicable
NTM procedures.
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SRI (STRUCTURAL REPAIR INSPECTIONS) / SRI CONTENTS (CONT'D)-INSPECTION AREAS ILLUSTRATIONS (IF ANY - E.G. 53-00-11)

SRM D/O (3)

MANUAL GENERAL USAGE PROCEDURE
When damage is discovered, the first step is to evaluate, classify and
accurately measure it. The SRM chapter 51-11-XX provides useful
information to perform this assessment in the best conditions (damage
definitions and classification, classification of structures, allowable
damage definitions and damage/defect reporting process).
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MANUAL GENERAL USAGE PROCEDURE

SRM D/O (3)

MANUAL GENERAL USAGE PROCEDURE (continued)
CONT'D
The next step is the full identification of the affected area/structure.
This is achieved using the identification page block (pages 01-99) of
the related specific chapter/section (52-57). According to the original
structure data and the actual damage characteristics, it is then possible
to determine whether the damage is within the defined allowable limits
or not. This is done using the allowable damage page block (pages
101-199) of the related specific chapter/section. If the damage is within
the allowable limits, the subsequent actions are generally a slight
rework and a re-protection of the affected area, using the standard
procedures of chapter 51.
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MANUAL GENERAL USAGE PROCEDURE / CONT'D

SRM D/O (3)

MANUAL GENERAL USAGE PROCEDURE (continued)
CONT'D
If the damage is above the limits, you must check whether a repair is
available and/or applicable within the repair page block (pages
201-999).
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MANUAL GENERAL USAGE PROCEDURE / CONT'D

SRM D/O (3)

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

SRM D/O (3)

CHAPTER 51 (STRUCTURE GENERAL)
Information of a general nature or information applicable to more than
one chapter, is included in chapter 51.
NOTE: Note: the entry point within the SRM is always the specific
chapter 52 to 57, depending on the damage location.
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CHAPTER 51 (STRUCTURE GENERAL)

SRM D/O (3)

CHAPTER 51 (STRUCTURE GENERAL) (continued)
CONTENTS
The table of contents is detailed in the following illustrations.
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CHAPTER 51 (STRUCTURE GENERAL) / CONTENTS

SRM D/O (3)

CONTENTS (CONT'D)
Chapter 51 table of contents (2/3).
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CHAPTER 51 (STRUCTURE GENERAL) / CONTENTS (CONT'D)

SRM D/O (3)

CONTENTS (CONT'D)
Chapter 51 table of contents (3/3).
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CHAPTER 51 (STRUCTURE GENERAL) / CONTENTS (CONT'D)

SRM D/O (3)

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

SRM D/O (3)

CHAPTER 52 TO 57 CONTENTS (continued)
SERVICE BULLETIN LIST
Located at the beginning of each chapter, the SB list is a list of all
service bulletins referenced within the chapter.
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CHAPTER 52 TO 57 CONTENTS / SERVICE BULLETIN LIST

SRM D/O (3)

SERVICE BULLETIN LIST (CONT'D)
The user can refer to this list to get more information regarding a
specific service bulletin in terms of:
- revision status of the SB,
- date of introduction within the SRM,
- description.
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CHAPTER 52 TO 57 CONTENTS / SERVICE BULLETIN LIST (CONT'D)

SRM D/O (3)

MODIFICATION/SERVICE BULLETIN LIST
Located at:
- door level for chapter 52,
- fuselage section level for chapter 53,
- chapter level for chapter 54,
- main assembly level for chapter 55,
- wing section level for chapter 57, this list is provided to enable the
user to determine the effectivity of the modification/SB.
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CHAPTER 52 TO 57 CONTENTS / MODIFICATION/SERVICE BULLETIN LIST

SRM D/O (3)

MODIFICATION/SERVICE BULLETIN LIST (CONT'D)
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 (CONT'D)

SRM D/O (3)

IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99)
EXAMPLE : COMPOSITE STRUCTURES
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.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / EXAMPLE : COMPOSITE STRUCTURES

SRM D/O (3)

(continued)
EXAMPLE : METALLIC STRUCTURES
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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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / EXAMPLE : METALLIC STRUCTURES

SRM D/O (3)

(continued)
IDENTIFICATION TABLE DETAILED
The typical identification table associated with the illustration(s)
contains different columns:
- ITEM,
- NOMENCLATURE,
- SPECIFICATION AND/OR SECTION CODE,
- THICKNESS IN MM (IN.) AND/OR PARTNUMBER,
- IC: INTERCHANGEABILITY,
- ACTION OR REPAIR,
- STATUS (MOD/PROP) SB/RC (MOD/PROP:
Modification/Proposal, RC: Recordable Concession),
In addition: the relevant assembly drawings are listed at the end of
the table (ASSY DRAWINGS:...........).
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED

SRM D/O (3)

(continued)
IDENTIFICATION TABLE DETAILED (ITEM COLUMN)
The item number is the link with the associated illustrations. This
column also indicates the different evolutions of the same item (with
a suffix letter: 1A, 1B,..) compared to the basic version (without
suffix). Each evolution is linked to a production modification given
in the column ''status (MOD/PROP)''.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (ITEM COLUMN)

SRM D/O (3)

(continued)
(SPECIFICATION/SECTION CODE COLUMN)
This column provides information related to the type of material used
(material specification), and when possible/available, the appropriate
standards. To get more information regarding the material
specifications the user can refer to the SRM chapter 51:
- 51-31-00 for metallic materials,
- 51-33-00 for non-metallic materials (composite materials).
When the appropriate standard is shown, the user can refer to the
Airbus S.A.S. Standard Manual(SM).
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (SPECIFICATION/SECTION CODE COLUMN)

SRM D/O (3)

(continued)
CHAPTER 51-31-00 EXAMPLE
This example shows the way to proceed to find out the material
information within the chapter 51-31-00 for metallic structure, starting
with the material specification. A first list provides the table to be
used (e.g. table 4 for 3.1364T42).
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / CHAPTER 51-31-00 EXAMPLE

SRM D/O (3)

(continued)
CHAPTER 51-31-00 EXAMPLE (CONT'D)
The material table provides, for a given material specification, the
European substitute (if used by the other European manufacturers and
the United States substitutes).
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / CHAPTER 51-31-00 EXAMPLE (CONT'D)

SRM D/O (3)

(continued)
STANDARD MANUAL EXTRACT
The standard manual provides the additional information linked to a
given standard number.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / STANDARD MANUAL EXTRACT

SRM D/O (3)

(continued)
(THICKNESS/PART NUMBER COLUMN)
The Part Number (PN) corresponding to the structural component is
shown in this column. Within the PN, the first nine characters give
the detailed drawing number of the component, which is an entry key
to the airbus drawing set. In general the "as drawn" parts are Left
Hand (LH) and are provided with an even part number (e.g.: ...202).
In the SRM, the identification table always states the LH part number
on the first line and the RH part number (when indicated) on the
second line.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (THICKNESS/PART NUMBER COLUMN)

SRM D/O (3)

(continued)
IDENTIFICATION TABLE DETAILED (IC COLUMN)
The IC column provides the interchangeability status of the parts:
- 01: one way interchangeable (post-mod part to be used to replace
pre-mod part),
- 02: two ways interchangeable (post-mod or pre-mod parts can be
used),
- 03: no interchangeability.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (IC COLUMN)

SRM D/O (3)

(continued)
IDENTIFICATION TABLE DETAILED (ACTION OR
REPAIR COLUMN)
This column gives indication concerning the action or repair to be
performed. For existing general or specific repairs, the
chapter/section/sub-section is inserted. For a recommendation to
replace the part, the word "REPLACE" is inserted. Where left blank,
a case-by-case assessment has to be performed to determine the
relevant corrective action (part replacement, repair as per SRM or
specific repair as per Airbus SAS definition).
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (ACTION OR REPAIR COLUMN)

SRM D/O (3)

(continued)
IDENTIFICATION TABLE DETAILED (STATUS
MOD/PROP SB/RC COLUMN)
Linked with the Item column, the STATUS MOD/PRP, SB/RC column
gives the modification or service bulletin driving the different
evolutions of a structural component (listed in column Item). A prefix
letter is used to identify the status BEFORE ("B" letter) or AFTER
("A" letter) SB or Modification. The suffix letter (A, B, C, D...)
indicated at the end of the MOD/PROP (and column "S" of the
MOD/SB list) shows the different effectivity within the same
MOD/PROP number.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN)

SRM D/O (3)

(continued)
MOD/PROP SB/RC COLUMN (CONT'D))
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: 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.
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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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN
(CONT'D))
SRM D/O (3)

(continued)
MOD/PROP SB/RC COLUMN (CONT'D))
When the modification is linked to a SB, the SB number is also
mentioned, below the modification number. The SB list located at the
beginning of the chapter can be used to get more information.
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) / IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN
(CONT'D))
SRM D/O (3)

CONFIGURATIONS
GENERAL
When modification or service bulletin are extensive and the preceding
method of reflecting effectivity becomes cumbersome, thus distracting
from the continuity of subject matter, additional page blocks are
established. These additional page blocks are further identified by the
introduction of a configuration code (CONFIG-1, CONFIG-2), etc...)
following the chapter/section/sub-section. Configuration codes are
always in ascending, sequential numerical order, i.e., CONFIG-1,
CONFIG-2, CONFIG-3, etc... The first example shown below
illustrates the change in the A320 vertical stabilizer spar box design
and manufacturing following modification 26500K4924H.
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CONFIGURATIONS / GENERAL

SRM D/O (3)

CONFIGURATIONS (continued)
EXAMPLE
Here is an example of different configurations. The modification of
the design and production process of the carbon fiber vertical stabilizer
spar box leads to two configurations within the chapter 55. The
configuration number is indicated at the bottom of the related pages.
On this example, as highlighted, the configuration 1 is applicable
before modification 26500K4924H. Configuration 2 is applicable
after modification 26500K4924H. It is of the operator duty to select
first in which configuration the concerned aircraft is, before going
further in the SRM investigation. This is done using the service
bulletin/modification list located at the beginning of the chapter or
section.
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CONFIGURATIONS / EXAMPLE

SRM D/O (3)

ALLOWABLE DAMAGE PAGE BLOCK (PB 101)
GENERAL
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.
Basically the allowable page block contains different page types:
- 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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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / GENERAL

SRM D/O (3)

ALLOWABLE DAMAGE PAGE BLOCK (PB 101) (continued)
ALLOWABLE DAMAGE INFORMATION
After a careful reading of the first information page(s), the first step
in the allowable damage determination, consists in the use of the
damage criteria table.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / ALLOWABLE DAMAGE INFORMATION

SRM D/O (3)

DAMAGE CRITERIA TABLE
The damage criteria table enables the operator to determine the relevant
paragraph (e.g. 4A) that should be used, depending on the type of
damage (e.g.: allowable rework), and the affected structure (e.g. skin
plates).
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / DAMAGE CRITERIA TABLE

SRM D/O (3)

ALLOWABLE DAMAGE EFFECTIVITY
For some allowable damage (e.g. dent allowable damage), the
allowable damage effectivity per weight variant must be checked.
The table (e.g. table 102) at the beginning of the allowable damage
relevant paragraph shall be used. The allowable damage information
contained within the related paragraph is justified and applicable for
the listed weight variant only. If not, contact Airbus.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / ALLOWABLE DAMAGE EFFECTIVITY

SRM D/O (3)

WEIGHT VARIANT DETERMINATION
To define the "as delivered" weight variant of a concerned MSN, the
first step is to refer to the airplane allocation list of the introduction
chapter, which gives the corresponding type (e.g.: A320-232). Then,
refer to the weight variant identification list, also in the introduction
chapter.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / WEIGHT VARIANT DETERMINATION

SRM D/O (3)

WEIGHT VARIANT DETERMINATION (CONT'D)
The weight variant identification list gives, for a given aircraft type,
the different possible "as delivered" weight variants. The next step
will be to determine which one of these possible weight variants is
applicable to the concerned MSN.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / WEIGHT VARIANT DETERMINATION (CONT'D)

SRM D/O (3)

To determine the applicable "as delivered" weight variant, the operator
must check which of the associated modification(s) is effective on the
concerned MSN. The Aircraft Inspection Report (AIR) can be used
for this purpose. Once found, the corresponding weight variant is
considered as the weight variant of concerned MSN at delivery.
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SRM D/O (3)

The "as delivered" weight variant may change after delivery, following
the embodiment of a service bulletin. It is the operator's responsibility
to check the embodiment of referenced SB, in order to determine the
relevant weight variant for the affected MSN. The information is given
into Table 2 "Service Bulletin/Weight Variant List".
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SRM D/O (3)

The table 2-"Service Bulletin/Weight Variant List" provides for the
related aircraft type (e.g.: A320-232) the different service bulletin
applicable. For the given MSN, the operator must check whether one
of the possible SB has been embodied or not. If yes, the weight variant
of the aircraft becomes the weight variant given by the table.
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SRM D/O (3)

For aircraft which have been subject to weight variant change through
a SB embodiment: the weight variant information to be used to identify
the effectivity of the given allowable damage (or repair information),
is the heaviest weight variant that the subject aircraft has been operated
with, since its delivery.
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SRM D/O (3)

ALLOWABLE DAMAGE DETERMINATION (CONT'D)
The allowable damage diagram to be used, generally depends on the
location of the damage on the concerned structure.
Illustrations are used to locate the damage and thus to define the
relevant diagram to be used (e.g. refer to diagram 102).
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / ALLOWABLE DAMAGE DETERMINATION (CONT'D)

SRM D/O (3)

ALLOWABLE DAMAGE DIAGRAM EXAMPLE
As a last step of the damage investigation, the use of the allowable
damage diagrams provides the necessary information concerning the
actions to be performed, depending on damage extent.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / ALLOWABLE DAMAGE DIAGRAM EXAMPLE

SRM D/O (3)

(CONT'D)
Provided that no cracks have been detected, this first area of the
allowable damage rework diagram defines typical allowable damage
without any time limits. The surface protection needs to be restored.
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) / ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)

SRM D/O (3)

(CONT'D)
This second area for reworks depth between 10 % and 25 % of the
nominal thickness, also defines allowable damage but with a time
limit.
In this example a repair has to be performed before 3000 flights at
the latest. The surface protection has to be restored.
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SRM D/O (3)

(CONT'D)
This area is defined for reworks depth between 25 % and 40 % of the
nominal thickness. It is still allowable damage, provided that no crack
is detected. But a repair has to be performed before 50 flights at the
latest.
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SRM D/O (3)

(CONT'D)
Stop drill and apply high-speed tape for one flight pressurized or
unpressurized only, or do a temporary repair as per 53-00-11 figure
210.
Temporary repair has to be replaced by a final repair within 2500
flights.
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SRM D/O (3)

(CONT'D)
For damage located in this area, the damage shall be stop drilled before
a ferry flight without cabin pressure. Install high-speed tape before
the ferry flight. A repair has to be performed.
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SRM D/O (3)

(CONT'D)
For damage located in this area, a repair has to be performed
immediately or a ferry flight may be allowed upon manufacturer's
authorization.
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SRM D/O (3)

REPAIRS PAGE BLOCK (PB 201)
GENERAL
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 lists.
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REPAIRS PAGE BLOCK (PB 201) / GENERAL

SRM D/O (3)

REPAIRS PAGE BLOCK (PB 201) (continued)
LIST OF AVAILABLE REPAIR SCHEMES
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).
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REPAIRS PAGE BLOCK (PB 201) / LIST OF AVAILABLE REPAIR SCHEMES

SRM D/O (3)

REPAIR INSTRUCTIONS
The relevant paragraph of the repair instructions contain information
related to:
- the applicability of the concerned repair,
- general reminders linked to repair principles and rules.
Note: an IIR appears within the repair instructions.
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REPAIRS PAGE BLOCK (PB 201) / REPAIR INSTRUCTIONS

SRM D/O (3)

REPAIR INSTRUCTIONS (CONT'D)
All the materials (repair materials and consumable materials) are listed
within the concerned repair instructions. Consumable materials are
call-up using their Consumable Material List (CML) code (e.g.
09-013). For more information on these materials, the user can refer
to the SRM chapter 51-35-00 consumable materials and/or the CML
document.
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REPAIRS PAGE BLOCK (PB 201) / REPAIR INSTRUCTIONS (CONT'D)

SRM D/O (3)

this SRM chapter(51-35-00) deals with consumable materials.
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SRM D/O (3)

Information concerning the consumable materials can also be found
in the CML.
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SRM D/O (3)

The repair instruction lists all the steps of the repair, with references
to the standard processes and practices covered within the chapter 51
when required.
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SRM D/O (3)

REPAIR ILLUSTRATIONS
Note: an IIR appears within the repairs illustrations.
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REPAIRS PAGE BLOCK (PB 201) / REPAIR ILLUSTRATIONS

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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51 - STRUCTURE WINDOW DAMAGE ASSESSMENT D/O (3) Page 426
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GENERAL


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


(continued)
INVESTIGATION OF DAMAGE ON SLIDING WINDOWS
for the following types of defect on sliding windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- transparency,
- crazing,
- burn spots.
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS / INVESTIGATION OF DAMAGE ON SLIDING WINDOWS


(continued)
INVESTIGATION OF DAMAGE ON AFT FIXED
WINDOWS
for the following types of defect on aft fixed windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- transparency,
- burn spots.
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INVESTIGATION OF DAMAGE ON COCKPIT WINDOWS / INVESTIGATION OF DAMAGE ON AFT FIXED WINDOWS


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


AND PASSENGER/CREW DOOR WINDOWS (continued)
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

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
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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51 - STRUCTURE DAMAGE ASSESSMENT EXAMPLE 1 D/O (3) Page 442
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INTRODUCTION


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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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


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


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 / CONT'D


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 / CONT'D


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 / CONT'D


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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MAPPING / CONT'D


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 / CONT'D


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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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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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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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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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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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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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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DETAILED IDENTIFICATION / MAPPING (FINALIZATION)


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 / GENERAL


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 / WEIGHT VARIANT


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 / DAMAGE CRITERIA


DAMAGE CRITERIA (CONT'D)
Check the applicability of the allowable damage for dents.
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DAMAGE ASSESSMENT / 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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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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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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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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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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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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The dent fulfils "nearness/form criterion", then refer to paragraph 4.B.
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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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Compare the dents in accordance with diagram 103.
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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


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)


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


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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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


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


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


MAPPING (continued)
CONT'D
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


MAPPING (continued)
CONT'D
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


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


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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CONT'D
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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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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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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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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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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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 material 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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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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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


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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In the allowable damage description/criteria table (101), the paragraph
4A has to be acknowledged for reworks.
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Check the applicability of the allowable damage for reworks.
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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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WEIGHT VARIANT (CONT'D)
pages, the allowable damage applicability has to be checked, using
the weight variant exclusion table (table 4) given at the introduction
of the SRM. The information coming from the airline-engineering
department shows that the MSN 2042 is at weight variant 010.
Checking the table 4, the weight variant 010 is included in and thus,
the following allowable damage information can be used.
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DAMAGE ASSESSMENT / WEIGHT VARIANT (CONT'D)


Two diagrams are given, one for riveted areas and one for unriveted
areas.
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The parameters of the rework have to be determined to be sure that
we are dealing with the correct diagram.
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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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To be allowable, the rework width has to be equal or longer than forty
times the depth.
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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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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*0.2 = 8 mm. The width of the depression is 18.5 mm,
which is higher than 8 mm. So, the first criterion is met.
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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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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 detailed visual inspection, 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


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


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, 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

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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51 - STRUCTURE A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3) Page 570
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INTRODUCTION


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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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...).
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


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


MAPPING (continued)
CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION
(CONT'D)
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)


MAPPING (continued)
LONGITUDINAL SKIN JOINT AND PANEL
IDENTIFICATION (CONT'D)
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)


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


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)


MAPPING (continued)
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 (continued)
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 (continued)
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 (continued)
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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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 (CONT'D)
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)


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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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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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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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


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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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


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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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)


DAMAGE CRITERIA
A second caution note indicates that in some cases, an inspection
program has to be followed.
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Check the applicability of the allowable damage for dents.
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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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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


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)


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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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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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


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)


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)


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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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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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


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)

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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51 - STRUCTURE STRUCTURE PROTECTIONS & AWARENESS D/O (3) Page 642
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SOURCES OF DAMAGE


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


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


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


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


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


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


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


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


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


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


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


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


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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COMPOSITE PARTS PROTECTION / HANDLING OF COMPOSITE STRUCTURES


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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COMPOSITE PARTS PROTECTION / ENVIRONMENTAL & IMPACT PROTECTION


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

DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

Using the geographical location of the damage from the existing
SESSION OBJECTIVES circumferential joint(s) reported on the mapping, the frame numbers
surrounding the damage can already be determined.
At the end of this session, the trainee shall be able to demonstrate he is
The damage is located between the second and the third frame after
able to use the SRM and relate damage investigation procedures.
the closest circumferential joint (Fr 24). Using 53-00-00 figure 3 -
® 51-00-00 Perform a Structure Damage Assessment Procedure
"Frame and Station Numbers", we can determine that the damage is
SESSION SET-UP located between Fr 26 and 27.
The identification of the affected panel enables the determination of
DAMAGE ASSESSMENT PROCEDURE the stringer number corresponding to the longitudinal skin joints (taken
as the reference to locate the damage on the mapping).
IDENTIFICATION OF THE DAMAGE For this purpose, the figure 2 - "Fuselage - Main Panel and Section
The dent is located onto the LH forward fuselage skin panel, thus, all Configuration" within SRM 53-00-00, and the associated tables, can
the information regarding the identification, the allowable damage be used.
and repair if any, are to be found within the chapter 53 of the SRM. According to the general location of the damage (mapping), the
The preliminary damage mapping/report shall be completed with the affected panel can be identified (panel 7 bordered by Stgr 18LH to
identification of the damage surrounding frame and stringer numbers, 32LH).
using the geographical location of the damage (e.g. number of stringer DETAILED IDENTIFICATION OF THE DAMAGED
fastener rows from the closest longitudinal skin joints). PART
For this purpose, the general section of the chapter 53 shall be used
(53-00-00 page block 1). This section provides the general fuselage No further illustration within chapter 53-00-00 provides a detailed
data (section identification, frame breakdown, skin panel breakdown of stringers. To determine the damage surrounding stringers
identification...). and also the skin nominal thickness, the identification page block of
forward fuselage skin panels have to be used.
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The affected fuselage section needs to be identified. Refer to the SRM

53-00-00 Page Block (PB) 001 - "Figure 1 - Fuselage - Typical Section The detailed identification of the panels is located in the SRM
Division" to do so. 53-20-00 PB 001.
The concerned fuselage section is the forward fuselage, SRM section According to the SRM 53-20-00 PB 1 figure, refer to SRM 53-21-00
53-20-00. PB 1, for the forward fuselage main structure identification.
The figure 1 - "Fuselage Section Division", also provides the frame According to the SRM 53-21-00 PB 1 figure and its associated
numbers corresponding to the skin circumferential joints (joints nomenclature, the skin panels (skin plates) are item 1 and are identified
between the fuselage sections). The forward fuselage section is located in SRM 53-21-11.
between Fr 24 and 35. Using nomenclature at the beginning of the SRM 53-21-11 page block
1, determine where the damaged panel is identified within the
following pages.

51 - STRUCTURE DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3) Page 674
The affected panel is covered by figure 1 ("LWR Parts Fr 24 to Fr DAMAGE CRITERIA
35"). To determine which paragraph deals with allowable dents limits on
The figure 1 has several associated sheets (sheet 1 to 6) showing skin plates, refer to the "Allowable Damage Description/Criteria"
different panels of the area and their associated details (different views; table 101 of SRM 53-21-11 (page 102).
A to E). Allowable damage for dents on skin plates are covered within two
The damage is located on panel 7 (between Stgr 18LH and 32LH); paragraphs (4B and 4C).
sheet 1 (view A), sheet 3 (view D) and sheet 5 (view D) are concerned. The next step is to determine which paragraph is applicable for the
Using the illustrations, the mapping can be completed with the stringer concerned dent. Paragraph 4B is applicable for dents fulfilling the
numbers surrounding the damage (damage located between the first nearness/form criterion and 4C for dents not fulfilling the
and the second stringer from the lower longitudinal skin joint, Stgr nearness/form criterion. This must be determined according to the
32LH). parameters defined in figure 104.
Thus, the damage located between Stgr 30LH and 31LH. According to the data recorded on the A/C (refer to the damage
The nominal skin thickness needs to be determined. Using the relevant mapping) and using the figure 104 requirements, we can determine
illustration. Sheets 3 and 5 are giving this information (both are view whether the dent fulfills the criterion or not, and thus which paragraph
D). we will have to refer to.
Sheet 3 illustrates the basic version of the panel (no associated Check whether B 15 mm (0.59 in) and D 10% A;
modification). Sheet 5 illustrates the panel status after modification(s). - T is the skin thickness in the dented area,
Refer to the relevant SB/modification list to determine the effectivity - D is the maximum depth of the skin dent,
of modification(s) associated with the illustration of sheet 5. - B is the smallest distance measured from the dent edge to any fastener
Modification numbers: 27117P5234 and 27297P5353 row (frame, stringer),
Modification 27117P5234 effectivity: the MSN 2057 is not concerned. - A is the smallest distance measured from the deepest point of the
Modification 27297P5353 effectivity: the MSN 2057 is not concerned. dent to the closest adjacent structure,
The MSN 2057 is not affected by modification of sheet 5, thus sheet - X is the smallest distance measured from the deepest point of the
3 (basic version) has to be used. dent to the closest fastener row.
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According to the damage location (Fr 26 - Fr 27, Stgr 30LH - Stgr If no access from inside, the measurement is taken from outside, from
31LH), the nominal thickness can be determined with the table: code the deepest point of the dent to the closest fastener row (distance X).
A, thickness 1.2 mm (0.047 in). Distance A will become distance X - 15mm (0.591 in), which is the
ALLOWABLE DAMAGE-GENERAL average considered edge margin.
According to the mapping data:
The next step is to determine whether the damage is allowable or not.
B = 32 mm (3.94 in) which is > to the requested 15mm (0.59 in).
The allowable damage for the concerned panel are covered within
Distance from the deepest point of the dent to the closest fastener row:
SRM 53-21-11, PB 101.
69 mm (2.71 in).
Since this distance has been measured from outside, distance A = 69
- 15 mm = 54 mm (2.12 in).

Checking the formula: D 10% A;
Depth of the dent: 3 mm (0.12 in);
10% A = 5.4mm (0.212 in),
3 mm < 5.4 mm.
Both requirements are met, thus, the dent fulfils the nearness/from
criterion. The relevant paragraph is 4B.
ALLOWABLE DENT DIAGRAM USAGE/FINAL
DECISION
In paragraph 4B, the first action is to check whether the allowable
damage information is applicable or not, according to the weight
Variant of the aircraft. Compare the actual weight Variant of MSN
2057(WV 001) with the table 2 - "Effectivity per Weight Variant
and/or Aircraft Type".
WV 001: included in the table.
Refer to allowable damage diagram 103.
The entry points to the diagram are the nominal skin thickness (1.2
mm) on the horizontal scale and the depth of the dent (3 mm) on the
vertical scale.
These two values define a point located in a defined zone within the
diagram, which defines the actions to be performed:
Check the damage for cracks by detailed visual examination and if
clear, repair before 3000 Flight Cycles (FC).
CONCLUSION
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Conclusion: as a result of the investigation, and provided that no cracks

have been detected and that surface protections has been restored (to
avoid corrosion), the A/C can be released. Nevertheless, a repair shall
be scheduled and carried out before 3000 FC.
DAMAGE LOCATION

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DAMAGE LOCATION


MAPPING
DRAFT
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MAPPING / DRAFT


MAPPING (continued)
FINALIZATION
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MAPPING / FINALIZATION


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Using geographical location of the damage from the existing
SESSION OBJECTIVES circumferential joint(s) reported on the mapping, the frame numbers
surrounding the damage can already be determined.
Damage located between the fifth and the sixth frame after the closest
circumferential joint (Fr 24, forward boundary of the forward
fuselage). Using the figure 3 ("Frames and Station Numbers") shows
SESSION SET-UP that the damage is located between Fr 29 and 30.
The identification of the affected panel enables the determination of
DAMAGE ASSESSMENT PROCEDURE the stringer number corresponding to the longitudinal skin joints (taken
as the reference to locate the damage on the mapping).
DAMAGE IDENTIFICATION/LOCATION For this purpose, the figure 2 ("Fuselage - Main Panel and Section
The scratch is located onto the LH forward fuselage skin panel, thus Configuration") within SRM 53-00-00 and the associated tables can
all the information regarding the identification, the allowable damage be used.
and repair if any, are to be found within the chapter 53 of the SRM. According to the general location of the damage (mapping) and using
The preliminary damage mapping/report shall be completed with the the cross section of the forward fuselage (cross section BB), the
identification of the damage surrounding frame and stringer numbers. affected panel can be identified (panel 7 bordered by stringers (Stgr)
This will be done using the geographical location of the damage (e.g. 18LH and 32LH).
number of stringer fastener rows from the closest longitudinal skin DETAILED IDENTIFICATION OF THE DAMAGED
joints). PART
For this purpose, the general section of chapter 53 shall be used
(53-00-00 Page Block (PB) 001). This section provides the general No further illustration within chapter 53-00-00 provides a detailed
fuselage data (section identification, frame breakdown, skin panel breakdown of stringers. To determine the damage surrounding
stringers, the identification page block of the forward fuselage skin
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identification...).
The affected fuselage section needs to be identified. Refer to SRM panel have to be used.
53-00-00 PB 001 - "Figure 1 - Fuselage - Section Division" to do so. The detailed identification of panels is located in SRM 53-20-00 PB
The concerned fuselage section is the forward fuselage, thus, go to 001.
SRM section 53-20-00. According to the SRM 53-20-00, figure 1, refer to the SRM 53-21-00
The figure 1 ("Fuselage Section Division") also provides the frame PB 001, for the forward fuselage main structure identification.
numbers corresponding to the skin circumferential joints (joints According to the SRM 53-21-00 PB 001, Figure 1 and its associated
between fuselage sections). The forward fuselage section is located nomenclature, the skin panels (skin plates) are item 1 and are identified
between frames (Fr) 24 and 35. in SRM 53-21-11.

Using nomenclature at the beginning of the SRM 53-21-11 PB 001, According to the exact damage location (Fr 29 and 30, Stgr 21LH and
determine where the damaged panel is identified within the following 22LH), the letter code A gives a nominal thickness of 1.2 mm (0.05
pages. in) (Thickness table, figure 1 sheet 1).
"Skin plates - LWR parts LH Frames 24 to 35": Figure 1. Affected
ALLOWABLE DAMAGE - GENERAL
panel located between Stgr 18LH and 32LH: View A. Concerned
illustrations: Figure 1 (Sheets 1, 2, 3). The next step is to determine whether the damage is allowable or not.
There are different versions of the same panel linked to modifications The allowable damage for the concerned panel are covered within the
indicated with flag notes onto the illustrations. Note: the first SRM 53-21-11 PB 101.
illustration shows the basic version and has no modification associated. In the SRM 53-21-11 PB 101, the "Damage Criteria Table 101"
Check the effectivity (expressed in MSN) of each modification with provides the paragraph which deals with the allowable reworks for
the relevant Modification/Service Bulletin List, to define which panel skin plates (paragraph 4A).
is installed on the concerned A/C (MSN 2042). APPLICABLE ALLOWABLE DAMAGE DIAGRAM
The Modification/Service Bulletin List is located at the beginning of
According to the damage location, refer to the relevant sheet of figure
SRM 53-20-00.
101 to define the applicable diagram (diagram 101 or 102).
The basic version, illustrated on figure 1 sheet 1, as no modification.
The damage is located between Fr 29 and 30 and Stgr 21LH and 22LH.
The second version (figure 1 sheet 2) has been installed after
The applicable illustration is on figure 101 sheet 3. The applicable
modification 20802P1243 (flag note 1). The corresponding effectivity
diagram is diagram 101.
shown in the SB/MOD list is MSN 0022-9999 (open effectivity).
The diagram 101 has two sheets, sheet 1 for riveted areas and sheet
Nevertheless, the other versions need to be checked anyway.
2 covering unriveted areas. Riveted areas are defined as that surface
The other panel illustrated on figure 1 sheet 2 has been installed on
of materials which extends 15 mm (0.591 in) in any direction from a
the A320 after modification 20497P0868A. SB/MOD list effectivity:
rivet. Check on the damage mapping whether the rework is located
MSN 0037-9999
in a riveted area or not.
The last panel illustrated on figure 1 sheet 3, has been installed after
On the mapping: minimum distance from existing rivets lines: 40 mm
modification 25414P4088. SB/MOD list effectivity: MSN 0681-9999.
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(1.57 in). The rework is located in a non-riveted area: the applicable

The Affected A/C is MSN 2042 and is included within this open
allowable diagram is diagram 101, sheet 2.
effectivity. Affected panel: panel illustrated on figure 1 sheet 3.
Two information can now be extracted from this illustration: the ALLOWABLE SCRATCH DIAGRAM USAGE/FINAL
stringer numbers surrounding the damage and the nominal skin DECISION
thickness in the damage area. The horizontal entry requires "Length of Reworked Damage as
According to the preliminary mapping, the damage is located between Percentage of Frame Pitch". The length of the reworked damage is
the third and the fourth stringer below the closest longitudinal skin 314 mm (12.56 in). Following the SRM 53-00-00 PB 101 "Frame and
joint (upper, at Stgr 18LH). Thus the damage is located between Stgr Station Numbers", the pitch between Fr 29 and Fr 30 is 530 mm (21.2
21LH and 22LH. in).
Rework length = 59 % of frame pitch

Make a vertical line on the diagram at "Length of Reworked Damage
as Percentage of Frame Pitch" = 59 %.
The vertical axis entry requires the depth of the rework as a percentage
of the skin nominal thickness. The depth of the rework is given on
the mapping = 0.3 mm (0.01 in), and the skin nominal thickness is
1.2 mm (0.05 in).
Depth of rework = 25 % of nominal thickness
Make a horizontal line on the diagram at "Depth of Reworked Damage
as Percentage of Nominal Material Thickness" = 25 %.
The crossing point of the horizontal and vertical lines defines the area
of the diagram to be considered. The note associated to this area
explains the actions to be performed, if any.
NOTE: "Check damaged area for cracks, renew the surface protection
and repair before 3000 flights".
CONCLUSION
Conclusion: as a result of the investigation, and provided that no cracks
have been detected and that surface protections have been restored
(to avoid corrosion), the A/C can be released. Nevertheless, a repair
shall be scheduled and carried out before 3000 flights.
DAMAGE LOCATION
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DAMAGE LOCATION


MAPPING
DRAFT
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MAPPING / DRAFT


MAPPING (continued)
FINALIZATION
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MAPPING / FINALIZATION


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A318 DAMAGE ASSESSMENT EX. 3 OPERAT. SCENARIO(3)

Following the "Allowable Damage Description/Criteria" table (table
SESSION OBJECTIVES 101), the information about welded panel shall be found in paragraph
4F. Refer to figure 115 as advised in chapter 4-F (3).
For distances between lap joint and stringer references, refer to the
SRM 53-41-11 PB 201 for the stringer position on welded panel.
Following indication, the measurement from the lap joint (Stgr 41RH)
SESSION SET-UP to the dent maximum depth point gives 658 mm. According to the
table 53-41-11 page 207, the dent is located between Stgr 41LH and
DAMAGE ASSESSMENT PROCEDURE 42LH.
DETAILED IDENTIFICATION OF THE DAMAGED
PART
The dent is located onto the LH rear fuselage skin panel, thus all the
information regarding identification, the allowable damage and repairs According to the "Section Division" figure from the general
if any, are to be found within the chapter 53 of SRM. identification, go to SRM 53-40-00 for more details on the Rear
The "section division" figure 1 of the SRM 53-00-00 Page Block (PB) Fuselage Section.
001 enables to determine that the damage is located on the "Aft Center Skin panels will be found in chapter 53-41-00 "Main Structure".
Fuselage", within "Rear Fuselage" section, with circumferential skin In the figure 1 of SRM 53-41-00, the concerned panel is item 4.
joints at frames (Fr) 47/54 and 64. According to the associated nomenclature, the description of this panel
Using the frame identification illustration (SRM 53-00-00 Figure 2) will be found in SRM chapter 53-41-11.
and the mapping, the frames surrounding the dent can be determined. On the first page of 53-41-11, the nomenclature refers to figure 3,
The dent is located between Fr 63 and 64. sheet 2 for the skin panel located between Fr 63 and 64, and Stgr
Using the "Main Panel and Section Configuration" Figure 2, we 32LH and 41RH.
The skin panel is the item 1 of figure 3 (see sheets 1 and 2). The
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determine that the damaged panel is item 5, within section 16/17.

Then, go to the nomenclature associated to section 16/17. nomenclature of figure 3 provides a part number for the panel, item
The nomenclature of section 16/17 locates item 5 between stringers 1. A table of nominal skin thickness gives thickness of the skin panel
(Stgr) 32LH and 41RH. depending on the area considered.
In the dented area between Fr 63 and 64, and Stgr 41LH and 42LH,
STRINGERS LOCATION two code letters are available, which correspond each to a nominal
As seen in the A318 "Fuselage Description and Operation" course, skin thickness of (respectively) 1.6 mm and 4.4 mm.
this panel is a welded skin/stringer panel; then, refer to the SRM ALLOWABLE DAMAGE - GENERAL
53-41-11, PB 101 to determine stringers location.
The SRM 53-41-11 PB 101 informs the operator that allowable
damage criteria are to be found in the table 101. Then go to paragraph

51 - STRUCTURE A318 DAMAGE ASSESSMENT EX. 3 OPERAT. SCENARIO(3) Page 694
3, table 101, to determine which chapter deals with dents on the
considered panel.
In the case of the welded panel, between Fr 54 and 64, and Stgr 32Lh
and 41RH, the operator shall refer to paragraph 4F.
Before performing the damage assessment, a caution note reminds
the operator of checking the damage effectivity with the table 107:
"Effectivity per Weight Variant and Aircraft Type". The weight variant
of the MSN 2218 is 004. In the considered example, the effectivity
criterion is fulfilled, thus, the damage assessment procedure can
continue.
DAMAGE CRITERIA
The damage assessment is applicable only if the dent is out of a
welded, coupling or riveted area. For the determination of welded
area, go to Figure 115.
According to the mapping, the dent is out of the welded area, but not
out of the coupling area, because the edge of the dent is 10 mm far
from the rivet row.
CONCLUSION
Conclusion: the damage is not within allowable damage limits; contact
Airbus and send a damage report.
For information: in the given exercise, if the dent was out of the
welded, coupling or riveted area, a Non Destructive Testing (NDT)
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inspection (Eddy Current) will be required to determine the skin

thickness in the dented area. This will be done before using the
allowable dent diagram. NOTE: the logbook will be filled after Airbus
answer.
DAMAGE LOCATION

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DAMAGE LOCATION

This Page Intentionally Left Blank

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MAPPING
DRAFT
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MAPPING / DRAFT


MAPPING (continued)
RESULT
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MAPPING / RESULT

AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U2C05411
OCTOBER 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2005
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

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MAINTENANCE COURSE - T1 Oct 17, 2005

STRUCTURE PRESENTATION (3)

MAJOR STRUCTURAL DIFFERENCES

MAINTENANCE COURSE - T1 Oct 14, 2005

MAJOR STRUCTURAL DIFFERENCES

MAINTENANCE COURSE - T1 Oct 14, 2005

STRUCTURE PRESENTATION (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

COMPOSITE STRUCTURE LOCATION

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

PASSENGER COMPARTMENT DOORS / PASSENGER/CREW DOOR

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

PASSENGER COMPARTMENT DOORS / EMERGENCY EXIT DOORS

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

CARGO COMPARTMENT DOORS / FWD & AFT CARGO DOORS

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

ACCESS & SERVICE DOORS

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

LANDING GEAR DOORS / NOSE LANDING GEAR (NLG) DOORS

MAINTENANCE COURSE - T1 Oct 14, 2005

DOORS D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

LANDING GEAR DOORS / MAIN LANDING GEAR (MLG) DOORS

MAINTENANCE COURSE - T1 Oct 14, 2005

FUSELAGE D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

GENERAL / FUSELAGE LAYOUT

MAINTENANCE COURSE - T1 Oct 14, 2005

FUSELAGE D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

GENERAL / FUSELAGE BREAKDOWN

MAINTENANCE COURSE - T1 Oct 14, 2005

FUSELAGE D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

NOSE FORWARD FUSELAGE / GENERAL ARRANGEMENT

MAINTENANCE COURSE - T1 Oct 14, 2005

FUSELAGE D/O (3)

MAINTENANCE COURSE - T1 Oct 14, 2005

NOSE FORWARD FUSELAGE / FORWARD & AFT UPPER STRUCTURES