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B1 - M11.03 - 2010.01.07 (Ata 53,52,56,57,54,55,27.1)
B1 - M11.03 - 2010.01.07 (Ata 53,52,56,57,54,55,27.1)
eJAMF
Issue: 1JAN2010
07.01.2010
Author: KhA
ATA 51−57
EASA Part-66
B1
EJAMF_M11.03_B1_E
Training Manual
www.Lufthansa-Technical-Training.com
Revision Identification:
S The date given in the column ”Issue” on the face of this cover is binding for the complete Training Manual.
S Dates and author’s ID, which may be given at the base of the individual pages, are for information about the latest revision of that page(s) only.
S The LTT production process ensures that the Training Manual contains a complete set of all necessary pages in the latest finalized revision.
Lufthansa Technical Training
AIRFRAME STRUCTURES FUNDAMENTALS
AIRFRAME STRUCTURES
FOR TRAINING PURPOSES ONLY!
FUSELAGE
MONOCOQUE CONSTRUCTION
The fuselage is the main unit of the aircraft structure and provides space for
passengers, cargo and other equipment.
The fuselage consists of several sections. The sections are numbered or
described for example section eleven or nose forward fuselage.
Aircraft have mainly 2 types of fuselage construction named monocoque and
semi−monocoque construction.
A monocoque construction uses frame assemblies and bulkheads to give
shape to the fuselage and the aircraft skin is riveted directly onto the frame.
This type of construction permits the skin to contain cabin pressure and also
permits it to be strong enough to keep the fuselage rigid.
The biggest problem with the monocoque construction is trying to maintain
enough strength in the skin and also keeping the weight within permitted limits.
FOR TRAINING PURPOSES ONLY!
MAINFRAME COMPONENTS
The fuselage mainframe consists of components, for example:
S frames,
S bulkheads,
S stringers,
S floor beams,
S floor−to−skin shear ties and
S a keel beam.
Frames help to maintain the shape of the fuselage and reduce the column
length of the stringer, which prevents general aircraft instability. They also help
to carry and distribute different loads which are caused by structural stress, for
example, shear and tension.
When frames are used in constructing the fuselage they are normally spaced
20 inches apart.
Bulkheads carry and distribute different loads of the fuselage. They are located
in areas such as the nose and tail of the fuselage, the wheel well and the
wings.
Several pressure bulkheads form part of the pressurised cabin of a fuselage,
for example, the forward pressure bulkhead and the aft pressure bulkhead.
Pressure bulkheads are installed to withstand cabin pressure.
FOR TRAINING PURPOSES ONLY!
CENTER SECTION
The fuselage center section provides part of the cabin with a structure for
joining the center wing box and main landing gears together. The area
underneath the cabin floor of the aircraft is unpressurized. A pressure boundary
is made by the upper skin panel of the center wing box and a pressure
diaphragm extends from the wing box above the main landing gears.
The forward and aft pressure boundary is created by the pressure bulkheads
which lie in front of the center wing box and at the end of the main landing gear
bay.
FOR TRAINING PURPOSES ONLY!
TAIL SECTION
The tail section is designed to carry different loads from the empennage. It is
constructed and formed of frames, stringers and skin panels which are riveted
together.
FOR TRAINING PURPOSES ONLY!
DOORS
CATEGORIES OF DOORS
Modern aircraft have different types of doors. The doors are classified by their
function as follows:
S main entry doors,
S service doors,
S cargo doors,
S and emergency exit doors.
FOR TRAINING PURPOSES ONLY!
PASSENGER DOORS
The main entry doors allow the loading and unloading of passengers and
equipment quickly, safely and efficiently.
The doors on the left side of the aircraft are mainly used as passenger doors,
whereas the doors on the right side are mainly used as service doors for galley
servicing.
The main entry doors are numbered down the left side from nose to tail as 1
left, 2 left and so on and down the right side as 1 right, 2 right ans so on.
For a quick passenger and crew evacuation in case of emergency all these
main entry doors can also be used as emergency exit doors.
For the evacuation of the upper deck in this aircraft type 2 additional doors are
installed as emergency exits only, and for the cockpit crew an additional
emergency overhead hatch is installed in the cockpit ceiling.
FOR TRAINING PURPOSES ONLY
Forward
Cargo Door
Emergency Hatches
PASSENGER DOORS
INTRODUCTION
The basic construction of the doors comprises the door structure, the linings
and the different mechanisms.
The basic construction ensures effective door operation in normal and
emergency situations.
Each main passenger entry door has an upper lining, a center lining and a
lower lining.
The upper, center and lower linings provide a decorative, protective cover for
the door structure, the latch mechanism and the escape slide.
FOR TRAINING PURPOSES ONLY!
LOWER LINING
The lower lining covers the escape slide and survival kit and it houses the
pressure gage viewing window.
The lower lining is connected to the center section by a hinge and can be
opened by pulling on the bottom of the lining.
Behind the lower linding you will find the emergency escape pack.
The escape pack can be a slide or a slide/raft configuration. The escape pack
is held on the door behind the lower lining in a packboard assembly.
A sea survival kit is housed in the lower lining for slide/raft configurations.
FOR TRAINING PURPOSES ONLY!
CENTER LINING
The center lining covers the door structure and latch mechanism.
It also incorporates the window, the assist handle, the access cover and the
interior door handle.
There is a rectangular window in each main entry door for passengers and
crew.
All windows can withstand cabin pressurization loads and are designed with
fail−safe features.
The access door cover has a viewing window, which allows you to see the
position of the mode selector lever − in the park or flight position.
You can see here how the cover is opened and the selector lever is moved to
the park position. In this position you can open the door without deploying the
escape slide .
You use the interior door handle to open and close the main entry door.
While moving the main entry door handle to the open position you have to use
the door assist handle on the aft edge of each door. It can be used as a hand
hold for manually opening and closing the door.
You have now opened the main entry door in 3 steps − you’ve moved the mode
selector lever to park, you’ve opened the door handle and you’ve used the door
assist handle to open the door fully.
You should notice that Boeing and Airbus use different terms for the selector
lever modes. Boeing’s ’park’ and ’flight’ mean the same as ’manual’ and
’automatic’ on Airbus.
FOR TRAINING PURPOSES ONLY!
UPPER LINING
The door upper lining covers the door structure and latch mechanism. It also
houses the escape slide lamp.
On the 747 the door opens by rotating on its axis. When the door is completely
open, the lamp faces the exterior and can illuminate the inflated slide.
FOR TRAINING PURPOSES ONLY!
DOOR STRUCTURE
The door structure is a riveted assembly of the outer skin, inner skin and inner
framework.
The door structure provides the housing for the opening, locking and
emergency mechanisms.
It also provides the housing for the door suspension, the door seal and the
upper and lower gates.
The outer skin of the door covers the structure and ensures aerodynamic
quality.
The inner skin, which has been removed in this graphic, covers the door
structure and provides additional strength.
The door structure consists of the door frame, beams, formers and intercostals.
The door frame surrounds the structure. Note that the upper and lower gates
are not part of the frame.
The beams are the main structures inside the frame.
The formers are connecting parts or attach brackets.
The intercostals provide additional rigidity.
In summary the door structure consists of a frame, which is strengthened by
beams, formers and intercostals.
FOR TRAINING PURPOSES ONLY!
UPPER GATE
BEAMS
FRAME FORMERS
INTERCOSTALS
FOR TRAINING PURPOSES ONLY!
LOWER GATE
DOOR FRAME
The door frame houses the pressure stop fittings, the packboard brackets and
a seal.
The pressure stop fitting is on the door frame and holds the door closed when
the cabin is pressurized.
It achieves this by means of a pressure stop pin. The pressure stop fitting also
adjusts the door to its correct position by means of the pin.
The pressure stop fitting with pin mounted arround the door transmits pressure
loads to the fittings surrounding the fuselage structure.
The stop pin is adjustable to bring the door into its correct position and holds
the door flush with the fuselage when it is closed.
FOR TRAINING PURPOSES ONLY!
Boeing Airbus
FOR TRAINING PURPOSES ONLY!
DOOR SEAL
The main entry doors are fitted with seals. The seals prevent loss of
pressurized cabin air and the rain from leaking into the cabin.
Two types of seal are fitted to the main entry doors: flap−type mechanical seals
and diaphragm seals.
The flap−type mechanical seal is attached around the door. When the door is
closed and latched, the seal contacts the fuselage frame and forms a pressure
and weather seal.
The diaphragm seals are attached on the inside of the upper and lower gate
hinges. The seals flex when the gates are opened or closed.
They form pressure and weather seals between the gates and the door
structure.
On the A320 the door seal is a rubber tube with spaced pressurization holes.
It is installed on the inner side of the outer skin on the edge of the door.
When the door is closed, the seal presses against the fuselage door frame and
is inflated by cabin air pressure to form a pressure−tight seal.
FOR TRAINING PURPOSES ONLY!
Boeing Airbus
FOR TRAINING PURPOSES ONLY!
HAM US/F-5 KhA 01.04.2008 08|Door Mech. & Tor. Tube Sys/B1 Page 42
Lufthansa Technical Training
DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
FOR TRAINING PURPOSES ONLY!
EMERGENCY DOORS
TYPES OF EMERGENCY DOORS
The emergency doors which we will discuss in this lesson are:
S the main entry doors,
S the upper deck doors,
S the emergency hatches and
S the overhead hatch.
The main entry doors and the emergency hatches allow the passengers to
evacuate the aircraft safely and quickly at ground and sea level.
The upper deck doors allow passengers to evacuate the upper deck in a safe
and speedy manner.
The overhead hatch provides an emergency exit for the flight crew from the
cockpit.
FOR TRAINING PURPOSES ONLY!
Lockout Mechanism
An overcenter spring detents the mode selector lever in the manual or
automatic position, to prevent an intermediate position of the lever.
The mode selector lever also operates the lock−out mechanism by means of
the lock−out cam.
The lock−out mechanism prevents the door of changing the mode from manual
or automatic when the door has been opened.
This prevents damage to the emergency actuation mechanism and inadvertent
operation of the door in automatic mode.
FOR TRAINING PURPOSES ONLY!
Escape Slide
The emergency slide itself is connected by means of a girt and girt bar.
The girt connects the slide to the girt bar and 1 end is wrapped around the girt
bar.
The slide and girt bar are normally inside the door lower lining.
The girt bar mechanism is controlled by the mode selector lever. In turn it
engages the girt bar in automatic mode or disengages it in manual mode.
Moving the mode selector lever operates the stop crank via a pushrod.
The pushrod between the crank stop and girt bar makes the girt bar torque
shaft rotate.
The rotation of the girt bar torque shaft operates the girt bar mechanism.
The girt bar mechanism controls the girt bar lifter via a crank and pushrods to
engage the girt bar in automatic mode or to disengage it in manual mode.
The girt bar is installed in the free end of the slide pack girt and retains the girt
at the entry door opening threshold when the slide is deployed.
Bar locks are installed at each end of the girt bar and lock the girt bar into the
floor brackets at each end of the entry door threshold in automatic mode.
The bar locks engage the girt bar to the floor brackets and disengage the girt
bar lifter.
The lifter itself retains the girt bar in manual mode and the door can be opened
without deploying the slide.
FOR TRAINING PURPOSES ONLY!
Trigger Mechanism
While opening the door, the trigger mechanism on the door hinge arm
enganges the emergency power lever assmbly on the body torque tube and
arms the escape slide inflation system in the automatic mode.
The trigger mechanism consists of a spring cartridge, a trigger and an
emergency power roller.
FOR TRAINING PURPOSES ONLY!
Reservoir Pressure
You must remove the emergency power reservoir from the aircraft after it has
been used or if the pressure is low.
To check the pressure, you must look at the pressure gage.
The pressure gage is on the emergency release mechanism. You must
compare the pressure reading on the gage with the permitted pressures from
the pressure−temperature chart.
The green band on the pressure gage is not an indication of sufficient pressure.
You must also check permitted pressures on the pressure−temperature chart.
FOR TRAINING PURPOSES ONLY!
Safety Device
When working around or with the reservoir or any mechanism connected to it,
you must install the safety pins.
The safety pin is a set of 2 pins connected by a lanyard with a streamer
attached.
You must be careful when you are handling charged or partially pressurized
reservoirs to prevent movement of toggle lever to the actuated position.
The accidental discharge of the reservoir could injure people or damage
equipment.
Also make sure that you install a safety pin into the mode selector lever in park
mode to prevent moving the lever into flight mode.
FOR TRAINING PURPOSES ONLY!
ESCAPE SLIDES
The escape slide and raft are released when the door emergency system is
activated as the door is opened beyond the cocked position.
The escape slide/raft girt bar is installed in the free end of the slide pack girt to
hold the girt at the entry door opening threshold when the slide is deployed.
The packboard release mechanism is connected by girt straps to the girt which
applies a tension load.
When the door reaches an open position of approximately 60_, this load pulls
the packboard. The slide/raft can now fall away from the packboard and out of
the door lining cavity. The slide/raft assembly deploys immediately.
A stored gas bottle inflates the slide/raft assembly. The bottle is part of the
escape pack assembly.
A lanyard attached to the girt actuates the stored gas bottle assembly to
discharge the gas.
There is an inflation handle on the girt assembly which allows you to inflate the
slide manually if the slide is not inflated automatically.
You can check the pressure in the bottle through a viewing port in the door
lining. If the pointer is in or above the green band, the pressure in the gas
bottle is sufficient. If the pointer is below the green band, the pressure is not
sufficient and the slide must be removed and unpacked to change the stored
gas bottle.
FOR TRAINING PURPOSES ONLY!
CARGO DOORS
CARGO DOOR TYPES
The forward, aft and bulk cargo doors allow the loading and unloading of
freight, equipment and baggage from the lower compartments.
The side and nose cargo door allows the loading and unloading of freight,
baggage and equipment from the main deck cargo compartment.
The forward, aft and side cargo doors open outwards and are operated
electrically or hydraulically.
The bulk cargo door is different from the other cargo doors; it opens inwards
and is operated manually.
FOR TRAINING PURPOSES ONLY!
BASIC CONSTRUCTION
Each door is an aluminum covered structure consisting of an outer skin,
internal frames, webs and stiffeners.
The structure of the aft, forward and side cargo door provides the door
suspension, the master latch lock mechanism, the latch mechanism and the
hook mechanism.
FOR TRAINING PURPOSES ONLY!
Centering Roller
A centering roller at the bottom of the side, forward and aft cargo doors enters
a fitting on the door sill to ensure alignment of the latches.
FOR TRAINING PURPOSES ONLY!
DOOR OPERATION
The cargo door is electrically operated from outside by a control panel and also
from inside by a control panel.
To open the cargo door, you must check that the power on light is illuminated.
To open the door, you use the interior or exterior control switch.When you push
the control switch up the latches closed light goes out and the door is fully
opened. The door open light illuminates.
On an Airbus you can open the forward or aft cargo door only when the door is
unlocked. To open the door, you have to turn and hold the selector in the open
position.
An electric pump drives the door hydraulic system and opens the door by
means of actuators.
The door up light comes on in green when the door is fully open.
FOR TRAINING PURPOSES ONLY!
Boeing
Airbus
FOR TRAINING PURPOSES ONLY!
Locking Handle
The locking handle on the Airbus releases the cargo door safety mechanism for
cargo door open and closed operation.
It operates the safety vent door and drift pin and locking mechanisms.
The safety mechanism houses a safety shaft and 6 safety cams.
When you pull the locking handle away from the cargo door you can open it by
pulling.
When you pull the handle the safety shaft turns and the safety cams move
away from the locking hooks.
FOR TRAINING PURPOSES ONLY!
Safety Shaft
The safety shaft also moves the vent door mechanism.
The vent door provides pressure relief by opening inward when the differential
pressure between inside and outside of the fuselage is greater than 1 psi.
A linkage transmits the movement of the safety shaft to the vent door and
opens and closes the door.
FOR TRAINING PURPOSES ONLY!
Hook Mechanism
On Boeing aircraft the cargo door operation uses a hook and lifting
mechanisms.
The cargo door hook mechanism moves the door from fully closed to the open
position before the lift mechanism can lift the door to fully open.
The hooks are connected to the hook torque tube.
During closing, the hooks guide the cargo door into position before the latches
engage.
FOR TRAINING PURPOSES ONLY!
Lift Mechanism
The lift mechanism on the side cargo door principally consists of:
S a lift power unit,
S gearbox and brake assemblies,
S rotary actuators and
S rotary actuator links.
FOR TRAINING PURPOSES ONLY!
WINDOWS
INTRODUCTION
The aircraft windows are:
S the cockpit windows,
S the cabin windows and
S the observer windows.
All windows allow maximum visibility for the passengers and the flight crew
and they also have to hold cabin pressure.
The cockpit windows give additional protection against bird impact and ice
build−up.
FOR TRAINING PURPOSES ONLY!
Figure 54 Windows
HAM US/F-5 KhA 01.04.2008 01|Introduction/A/B1 Page 109
Lufthansa Technical Training
AIRFRAME STRUCTURES FUNDAMENTALS
WINDOWS
ATA 56
COCKPIT WINDOWS
Cockpit windows are found at the forward section of the aircraft. There are
normally 6 cockpit windows on most modern aircraft which are evenly spaced
around the flight deck compartment. The cockpit windows are mostly
symmetrically numbered as window 1 left and 1 right and window 2 left and 2
right and window 3 left and 3 right.
Generally, the 2 forward cockpit windows are known as flight deck windshields.
The side windows number 2 are located on either side of the cockpit
compartment. On most aircraft types they are able to slide open. These
windows can be used as flight crew emergency exits and also give the crew a
direct vision on ground.
FOR TRAINING PURPOSES ONLY!
CABIN WINDOWS
Cabin windows are located on either side of the passenger compartment of the
aircraft. They are designed to allow the passengers to see through them and
also to hold in cabin pressure. They also help to protect the passenger from
bad weather such as rain, hail. These windows are attached to frames which
are part of the fuselage. The window frame is riveted to the inner surface of the
fuselage skin.
The frame holds 2 panes of glass in place and carries the loads from the
aircraft structure.
Cabin windows are installed with a seal from the inner side of the fuselage into
the window frame by a retainer ring with nuts and bolts. The cabin windows
have 2 panes, an inner pane and an outer pane. The 2 panes of glass are
made of special acrylic glass and are designed to hold differential pressure.
The inner pane has a small vent hole in the center near the bottom. This hole
makes sure that during normal operation, the pressure between the panes is
the same as the cabin pressure. In case the outer pane fails, the inner pane
can carry the full differential pressure if the outer pane brakes.
FOR TRAINING PURPOSES ONLY!
WINGS
INTRODUCTION
The main function of the wing is to create lift which keeps the aircraft in flight.
The wings also store fuel for flight and house the fuel system components.
They also give support for the engines and flight controls and other systems.
The wing structure usually has 3 main areas. These are:
S the left,
S the center and
S right wing boxes.
They are permanently joined together to form the mainframe of the wing and
the function of this mainframe is to transmit various loads to the fuselage
structure.
FOR TRAINING PURPOSES ONLY!
SKIN PANELS
The skin panels form the exterior surface of the wing and they are reinforced
by stringers on the inner surface of the skin. The thickness of the wing skin
panel is tapered and decrease in the outboard direction. The upper skin panel
carries mainly compression loads and is made of aluminum-zinc alloy. The
lower skin panel carries mainly tension loads to the fuselage structure and is
made of a aluminum-copper alloy.
Usually, lower wing skin panels have access doors and openings located
between the wing ribs.
FOR TRAINING PURPOSES ONLY!
SPARS
The wing front and rear spars are designed to carry loads. They are connected
to the lower and upper skin panels by rivets and bolts.
The depth of the spars taper outboard towards the wing tip.
FOR TRAINING PURPOSES ONLY!
Spars cont.
The front spar is a beam with vertical stiffeners, upper and lower chord angles
and a spar web.
Vertical stiffeners are attached to the 2 sides of the spar web and supply a way
of attaching the leading and trailing edge ribs.They also give more rigidity.
Chord angles are attached to the spar web, vertical stiffeners and ribs with
bolts.
The spar web is a plate that is located beside the upper and lower wing skin
panels and forms the forward end of the wing box.
FOR TRAINING PURPOSES ONLY!
Spars cont.
The rear spar is constructed in a similar way to the front spar. In addition, you
find the landing gear support arm sometimes is called the „false rear spar“.
The landing gear support arm distributes the aft main landing gear loads to the
wing rear spar and the fuselage structure.
FOR TRAINING PURPOSES ONLY!
RIBS
Ribs lie diagonally and adjacent in the wing box depending on the aircraft type.
Ribs are able to carry torsion, compression and shear loads and also give
shape to the wing and provide walls for the fuel tanks.
FOR TRAINING PURPOSES ONLY!
Figure 66 Ribs
HAM US/F-5 KhA 01.04.2008 07|Ribs/A/B1 Page 133
Lufthansa Technical Training
AIRFRAME STRUCTURES FUNDAMENTALS
WINGS
ATA 57
LEADING EDGE
The leading edge structure is at the forward end of the wing profile and
supports the flaps and slats structure, depending on the aircraft type.
The leading edge structure has stiffeners,ribs and an upper and lower skin
panel. In general, the skin panel is made of a composite material in order to
save weight.
The nose cap of the leading edge structure is made of an aluminum alloy.
FOR TRAINING PURPOSES ONLY!
TRAILING EDGE
The trailing edge is the aft end of the wing profile. The trailing edge structure
supports the flight controls and their operation and other aircraft system
equipment, tubing cables and wiring. The trailing edge structure is made of
ribs, stiffeners, beams and skin panels.
FOR TRAINING PURPOSES ONLY!
NACELLES / PYLONS
PYLON AND NACELLE
The pylon is located under each wing of the aircraft and has different functions.
It supports the engines which are on each wing, supports and routes systems
between the engine and the wing, but the main function is to carry all the loads
from the engine to the torque box.
The pylon which is also known as the strut is usually constructed with a frame
and skin structure. These are riveted and bonded together to form a nacelle
strut assembly. Furthermore, the strut assembly is divided into a primary and a
secondary structure. The nacelle strut assembly has a torque box, firewall and
fireseal, fairings, strut drains, fan cowl support beam and engine attach fittings.
FOR TRAINING PURPOSES ONLY!
STABILIZER
INTRODUCTION
The empennage is an unpressurised area and consists of:
S a vertical stabilizer,
S dorsal fin and rudders,
S horizontal stabilizers and elevators and
S a tail section with a tail cone.
The tail section has attach fittings for the vertical stabilizer, the tail cone and
the horizontal stabilizer.
FOR TRAINING PURPOSES ONLY!
Introduction cont.
The tail cone forms the aft end of the fuselage and as you can see is made of
frames, stringers and skin panels riveted together.
The tail cone is a removable single unit, which has an APU compartment,
access doors for dismantling and inspection of the APU and provides APU air
intake and exhaust.
FOR TRAINING PURPOSES ONLY!
HORIZONTAL STABILIZER
Horizontal stabilizers allow pitch trim control and on some aircraft can be used
as a fuel tank. The horizontal stabilizer can be constructed as a single piece
structure or as a 3 piece structure.
Here you see a single piece horizontal stabilizer, this type of structure has
structure boxes that are joined to a center joint rib and extend outboard from
this rib.
There is also a removable leading edge, a hinged elevator and a tip bolted onto
the end of the structure box.
FOR TRAINING PURPOSES ONLY!
VERTICAL STABILIZER
The vertical stabilizer is located on the top of the tail section. You frequently
find that the vertical stabilizer, which is also known as the fin, has a forward
and aft torque box, a fin leading edge and a fin tip assembly.
The movable rudders are attached to the trailing edge of the fixed vertical
stabilizer. The rudders provide the aircraft with directional control.
You may already have realised that the rudder structure is similar to the
elevator structure.
You can see here that the vertical stabilizer also has a rib structure.
The fin tip is located at the upper end of the vertical stabilizer.
The dorsal fin is used to join the vertical stabilizer smoothly to the fuselage and
is constructed of machined aluminum skin, small ribs and on some aircraft of
composite material.
FOR TRAINING PURPOSES ONLY!
SURFACES
SURFACE HINGES
Hinges connect the flight control surfaces to the adjacent structure.
Each of the hinges has a hinge support on the adjacent structure. In this
example there are 5 hinge supports on the wing structure, each connected to
the aileron by a hinge.
1 of the hinges is a primary or master hinge, and the other 1 is a normal hinge.
FOR TRAINING PURPOSES ONLY!
SURFACE FLUTTER
Control surfaces have a tendency to flutter during flight. Surface flutter results
from the competition between
S the down−going tendency of a surface with a center of gravity such as this,
and
S the up−going effects of the airloads.
Surface flutter is prevented if the control surface is hydraulically powered or by
static balancing if the control surface is mechanically operated.
With static balancing, balance weights are fitted in front of the hinge line to
offset the mass of the surface behind the hinge line. The surface is balanced
when the center of gravity coincides with the hinge line.
FOR TRAINING PURPOSES ONLY!
STATIC BALANCING
Repairs to the flight control surface usually increase the weight behind the
hinge line and require the static balancing to be adjusted.
The surface is removed from the aircraft and set in a horizontal position.
It is supported on its bearings by a special frame and at the trailing edge by a
weighing scale.
Adjustable balance weights are added to the surface until the scale reads zero.
FOR TRAINING PURPOSES ONLY!
Surface Bearing
Surface Repair
FOR TRAINING PURPOSES ONLY!
DEFLECTION ANGLES
In this part of the lesson you will learn how the deflection angles of a control
surface are measured.
The deflection angle of this aileron is
S the angle between the wing reference plane, or airfoil chord, and
S the surface reference plane, or surface chord.
The deflection angle of all control surfaces is measured in relation to the zero
position. In the zero position the wing reference plane is aligned with the
surface reference plane.
Surfaces such as this aileron are in the zero position when the surface is flush
with the adjacent airfoil.
FOR TRAINING PURPOSES ONLY!
SAFETY PRECAUTIONS
Safety precautions must be taken when working with flight control surfaces.
Surfaces move rapidly when they are actuated and this can be very dangerous.
It is important to ensure that the travel range of the surfaces being worked on
is free of personnel and equipment. This reduces the risk of injury and also the
risk of damaging the surface.
Safety devices, such as this one on the spoiler actuator, should be installed to
prevent inadvertent retraction of an extended surface
Warning notices should be displayed on the cockpit controls when work is in
progress on the associated actuators or surfaces.
It is also important to ensure that adequate interphone contact is maintained
between the personnel operating the controls in the cockpit and the personnel
working on the surfaces.
FOR TRAINING PURPOSES ONLY!
TABLE OF CONTENTS
AIRFRAME STRUCTURES . . . . . . . . . . . . . . . . . . 1 PASSENGER DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
MODE SELECTOR LEVER . . . . . . . . . . . . . . . . . . . . . . . . 76
FUSELAGE 2 OPENING FROM INSIDE . . . . . . . . . . . . . . . . . . . . . . . . . . 78
MONOCOQUE CONSTRUCTION . . . . . . . . . . . . . . . . . . . 2 OPENING FROM OUTSIDE . . . . . . . . . . . . . . . . . . . . . . . . 80
SEMI - MONOCOQUE CONSTRUCTION . . . . . . . . . . . . 4 CARGO DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
MAINFRAME COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 6 CARGO DOOR TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
CENTER SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 BASIC CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 84
TAIL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 MASTER LATCH LOCK MECHANISM . . . . . . . . . . . . . . . 92
DOORS . . . 18 DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CATEGORIES OF DOORS . . . . . . . . . . . . . . . . . . . . . . . . 18 WINDOWS 108
PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
CARGO AND SERVICE DOORS . . . . . . . . . . . . . . . . . . . 22 COCKPIT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
DOORS ON SMALL AIRCRAFT . . . . . . . . . . . . . . . . . . . . 24 CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 WINGS . . . 120
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
LOWER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 OUTER WING BOXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
CENTER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 SKIN PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
UPPER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 SPARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 RIBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
DOOR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
DOOR SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
DOOR SUPPORT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 40 CENTER WING BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
HINGE MECHANISM & DOOR TORQUE TUBE . . . . . . 42
NACELLES / PYLONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
DOOR LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . 44
PYLON AND NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
DOOR LOCKING MECHANISM TYPE 1 . . . . . . . . . . . . . 46
DOOR LOCKING MECHANISM TYPE 2 . . . . . . . . . . . . . 48 STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
EMERGENCY DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . 154
TYPES OF EMERGENCY DOORS . . . . . . . . . . . . . . . . . 50
VERTICAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
BOEING PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . 52
AIRBUS PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . 60 SURFACES 160
EMERGENCY POWER RESERVOIR . . . . . . . . . . . . . . . 62 SURFACE HINGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
ESCAPE SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 SURFACE FLUTTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
UPPER DECK DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 STATIC BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
OVERWING EMERGENCY HATCHES . . . . . . . . . . . . . . 72 DEFLECTION ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
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SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 174
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Figure 1 Types of Fuselage Construction . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Emergency Hatch Locking Mechanism . . . . . . . . . . . . . . . . . . 73
Figure 2 Types of Fuselage Construction . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Slide Release Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Mode Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Door Opening from Inside . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Door Opening from Outside . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Cargo Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Tail Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Centering Roller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Categories of Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Cargo Door Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Passenger and Emergency Exit Doors . . . . . . . . . . . . . . . . . . 21 Figure 45 Bulck Cargo Door Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Cargo and Service Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Handle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Doors on small Aircraft (A320) . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Master Latch Lock Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Door Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Cargo Door Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Lower Door Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Locking Handle Airbus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Centre Door Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Safety Shaft / Vent Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Upper Door Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Hook Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Lift Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Door Frame & Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Cargo Door Opening & Lifting Mechanism . . . . . . . . . . . . . . . 107
Figure 19 Door Frame & Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Door Support System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Cockpit Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Door and Body Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Layers of Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Door Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Layers of Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Door Handle and Locking Mechanism Type 1 . . . . . . . . . . . . . 47 Figure 58 Window Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Door Locking Mechanism Type2 . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Types of Emergency Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Wing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Mode Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Outer Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Lockout Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Skin Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Escape Slide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Wing Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Trigger Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Wing Front Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Striker Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Wing Rear Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Emergency Power Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Reservoir Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Safety Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Door Slide Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Wing Trailing Edge Examples . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Upper Deck Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
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Figure 71 Pylon and Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 72 Torque Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Torque Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Fan Cowl Support Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Tail Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Tail Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Horizontal Stabilizer (Single Piece Structure) . . . . . . . . . . . . . 155
Figure 78 Horizontal Stabilizer (3 Piece Structure) . . . . . . . . . . . . . . . . . 157
Figure 79 Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 Control Surfaces (Hinges) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 Components of Surface Hinges . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82 Position of Sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 Surface Flutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 85 Deflection Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 86 Establishing Zero Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 87 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
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