Airbus A319-A321 (DLH) Training Manual, ATA 51-57 & 06-10 Structures Line & Base Maintenance Level 3 PDF [PDF]

Zitiervorschau

Training Manual A 319 / 320 / 321 ATA 51-57 STRUCTURES ATA 06 -10 LINE & BASE MAINTENANCE

Level 3

Book No:

LH A319 / 320 / 321 51-57 L3 e

Lufthansa Technical Training GmbH Lufthansa Base

Issue: FEB 98 For Training Purposes Only  Lufthansa 1995

For training purposes and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any form without permission of:

Lufthansa Technical Training GmbH Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 69 / 696 41 78 Fax +49 69 / 696 63 84 Lufthansa Base Hamburg Weg beim Jäger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46

TABLE OF CONTENTS GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 PASSENGER & CREW DOORS . . . . . . . . . . . . . . . . . . . . . 56 DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 EMERGENCY ESCAPE SLIDE RELEASE MECHANISM 58 DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 DOOR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 DOOR STOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 DAMPER / ACTUATOR AND EMERGENCY OPERATION CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 EMERGENCY ESCAPE SLIDE RELEASE MECHANISM 66 52 - 71 DOOR WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM DOOR PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDICATIO AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . PROXIMITY SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . PROXIMITY SWITCH LOCATIONS . . . . . . . . . . . . . . . . . . PROXIMITY SWITCH LOCATIONS . . . . . . . . . . . . . . . . . . SLIDE ARMED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABIN OVERPRESSURE WARNING . . . . . . . . . . . . . . . . EMERGENCY DOOR WARNING SWITCH A321 . . . . . .

68 68 70 70 72 74 76 78 80 82

52 - 20 EMERGENCY EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY EXIT HATCHES . . . . . . . . . . . . . . . . . . . . . . LOCKING MECHANISM OF EXIT HATCHES . . . . . . . . . EMERGENCY HATCH OPERATION . . . . . . . . . . . . . . . . . ESCAPE SLIDE RELEASE MECHANISM . . . . . . . . . . . . . ESCAPE SLIDE RELEASE MECHANISM . . . . . . . . . . . . .

84 84 84 86 88 90

52 - 70 WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY EXIT HATCHES . . . . . . . . . . . . . . . . . . . . . . EMERGENCY EXIT HATCH SLIDE ARMED LIGHT . . . . PROXIMITY SWITCH LOCATIONS . . . . . . . . . . . . . . . . . .

92 92 94 96

52 - 30 CARGO COMPARTMENT DOORS . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

98 98

52 - 31 FWD CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FWD CARGO COMPARTMENT DOOR . . . . . . . . . . . . . .

100 100

DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 DOOR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 LINING AND INSULATION . . . . . . . . . . . . . . . . . . . . . . . . . . 102 PROXIMITY SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 DOOR SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 CARGO DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . 104 LOCKING HANDLE WITH FLAP MCHANISM . . . . . . . . . 104 LOCKING MECHANISM WITH INTERLOCK MECHANISM . . . 104 SAFETY MECHANISM WITH VENT DOOR MECHANISM . . . . 104 DRIFT PIN MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 SWITCH MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 FUNCTION OF LOCKING MECHANISM . . . . . . . . . . . . . 106 LOCKING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 52 - 35 CARGO DOOR ELECTRIC CONTROL . . . . . . . . . . . . . . . . . ELECTRICAL CONTROL SYSTEM . . . . . . . . . . . . . . . . . . SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL SELECTOR VALVE . . . . . . . . . . . . . . . . . . . . . . . CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . PROXIMITY SWITCH 5MJ ( 12MJ ) . . . . . . . . . . . . . . . . .

110 110 110 112 114 116

52 - 36 CARGO DOOR HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRO MANUAL SELECTOR VALVE . . . . . . . . . . . . . CARGO DOOR ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . HAND PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CARGO DOOR OPERATION WITH HAND PUMP . . . . . MANUAL OPENING PROCEDURE . . . . . . . . . . . . . . . . . . MANUAL CLOSING PROCEDURE . . . . . . . . . . . . . . . . . .

118 118 118 120 122 124 124 124 124

52 - 33 BULK CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOOR SUSPENSION AND BALANCE MECHANISM . .

126 126 126 126

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TABLE OF CONTENTS

52-70

DOOR SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BALANCING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

126 126 128 128

DOOR WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM CARGO DOOR PRESENTATION . . . . . . . . . . . . .

130 130

AUXILIARY STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 55 STABILIZERS . . . . . . . . . . . . . . . . . . . . . . . . 154 55-00

ATA 53 FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 132 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

132

53 - 10 NOSE FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . NOSE FUSELAGE ( SECTION 11 / 12 ) . . . . . . . . . . . . .

134 134

FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD FUSELAGE ( SECTION 13 / 14 ) . . . . . . . .

136 136

53 - 30 CENTER FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTRE FUSELAGE ( SECTION 15 ) . . . . . . . . . . . . . . . FRAMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTRE FUSELAGE ( SECTION 15 ) . . . . . . . . . . . . . . . SKINS AND STRINGERS . . . . . . . . . . . . . . . . . . . . . . . . . . .

138 138 138 140 140

53 - 40 REAR FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT FUSELAGE ( SECTION 16 / 17 AND 18 ) . . . . . . .

142 142

53 - 50 CONE / REAR FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . TAILCONE ( SECTION 19 ) . . . . . . . . . . . . . . . . . . . . . . . . TAILPLANE ATTACHMENT STRUCTURE . . . . . . . . . . . . SECTION AFT OFF RAME 77 . . . . . . . . . . . . . . . . . . . . . . .

144 144 144 144

ATA 54 NACELLES / PYLON . . . . . . . . . . . . . . . . . . 146

54-00

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PYLON TO WING ATTACHMENT . . . . . . . . . . . . . . . . . . . ENGINE TO PYLON ATTACHMENTS . . . . . . . . . . . . . . . .

146 146 148 148

NACELLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

150

150 150 152

HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERTICAL STABILIZER ( FIN ) . . . . . . . . . . . . . . . . . . . . .

154 154 156

ATA 56 WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 WINDOW FRAMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINDOW PANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT DECK WINDSCHIELDS . . . . . . . . . . . . . . . . . . . . CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

158 158 160 160

ATA 57 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 57 - 00 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 / 321 WING MAIN DATA . . . . . . . . . . . . . . . . . . . . . . A 321 WING MAIN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . .

162 162 164 166 166

57 - 10 CENTER WING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER WING BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROD ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

168 168 168 170 170

57 - 17 ACCESS COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

172 172

57 - 20 OUTER WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTER WING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

174 174

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TABLE OF CONTENTS 57 - 21 STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING ROOT JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING SPARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING SPARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOP SKIN PANELS AND STRINGERS . . . . . . . . . . . . . . . BOTTON SKIN PANELS AND STRINGERS . . . . . . . . . . . DRY BAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

176 176 176 178 180 182 184 186 188 190

57 - 24 PARTITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLAT TRACK CANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . .

192 192 192

57 - 27 ACCESS COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS HOLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOOR PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COVER PLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

194 194 196 196

57 - 27 ACCESS COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS HOLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOOR PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COVER PLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

198 198 200 200

57 - 29 MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTER WING DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLAT TRACK AND DRY BAY DRAINS . . . . . . . . . . . . . . . JCKING POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIP FENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR DAM ( A 321 ONLY ) . . . . . . . . . . . . . . . . . . . . . . . . . . .

202 202 204 204 206 206

57 - 30 WING TIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING TIP AND WING TIP FENCE . . . . . . . . . . . . . . . . . . WING TIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WING TIP FENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

208 208 208 208

57 - 40 LEADING EDGE AND LEADING EDGE DEVICES . . . . . . . LEADING EDGE AND LEADING EDGE DEVICES . . . . .

210 210

LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

210 210

57 - 50 TRAILING EDGE AND TRAILING EDGE DEVICES . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 / 320 TRAILING EDGE DEVICES . . . . . . . . . . . . . A 321 TRAILING EDGE DEVICES . . . . . . . . . . . . . . . . . .

212 212 212 214

57 - 52 INBOARD FLAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP

216 216 218 220 222

57 - 53 OUTBOARD FLAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTBOARD FLAP A319/A320 . . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . A 320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 / 320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTBOARD FLAP A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . LNKAGE SYSTEM OF THE OUTBOARD FLAP . . . . . . . A 321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LNKAGE SYSTEM OF THE OUTBOARD FLAP . . . . . . .

224 224 224 224 224 224 226 226 226 228

57 - 60 AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

230 230

57 - 70 SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

232 232

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TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33

Fuselage Length Differences . . . . . . . . . . . . . . . . . . . . . . . . 3 Fuselage Datum Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 A 320 Major Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Major Sub Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Fuselage Major-, Major Sub- and Unit - Zones . . . . . . . 11 Wing and Horizontal Stabilizer Major-, Major Sub- and Unit - Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Unit Zone Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Engines Major-, Major Sub- and Unit - Zones . . . . . . . . 14 A 319 Door Zone Numbers . . . . . . . . . . . . . . . . . . . . . . . 15 A 320 Door Zone Numbers . . . . . . . . . . . . . . . . . . . . . . 16 A 321 Door Zone Numbers . . . . . . . . . . . . . . . . . . . . . . . 17 A 320 Fuselage Stations and Frames . . . . . . . . . . . . . . 19 Section Reference Numbers . . . . . . . . . . . . . . . . . . . . . . . 21 Access left side RADOME, Avionic Compartments, Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 AIRCRAFT JACKING POINTS . . . . . . . . . . . . . . . . . . . . 25 NLG and MLG Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 LEVELING INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 MLG Towing of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Towing of A 319 / 320 / 321 ) . . . . . . . . . . . . . . . . . . . . . . 33 A 319 / 320 / 321 - Towing / Pushing . . . . . . . . . . . . . . . 35 N / W - Steering Deactivation Electrical - Box . . . . . . 37 Dangerous Engine Areas . . . . . . . . . . . . . . . . . . . . . . . . . . 39 PROTECTIVE EQUIPMENT COVERS . . . . . . . . . . . . . 41 GEAR SAFETY DEVICES . . . . . . . . . . . . . . . . . . . . . . . . 43 A 320 Major Structual Components . . . . . . . . . . . . . . . . 45 Composite Material Application . . . . . . . . . . . . . . . . . . . . 47 A 319 Passenger, Crew and Service Doors . . . . . . . . . 49 A 320 Passenger, Crew and Service Doors . . . . . . . . . 51 A 321 Passenger, Crew and Service Doors . . . . . . . . . 53 Service and Maintenance Doors / Panels . . . . . . . . . . . 55 Passenger / Crew Door Operation . . . . . . . . . . . . . . . . . 57 Control Mechanism Passenger / Crew Doors . . . . . . . 59 Passenger / Crew Door Operation . . . . . . . . . . . . . . . . . 61

Figure 34 Figure 35 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68

Door Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Damper / Actuator and Emergency Cylinder . . . . . . . . . Emergency Slide Release Mechanism . . . . . . . . . . . . . . A 320 Door Warning - Schematic . . . . . . . . . . . . . . . . . . ECAM DOOR PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger / Crew Door - Switches . . . . . . . . . . . . . . . . Passenger / Crew Door Switches . . . . . . . . . . . . . . . . . . Avionic Compartment Door Switches . . . . . . . . . . . . . . . Slide ARMED Indicator Light Logic . . . . . . . . . . . . . . . . . Cabin Overpressure Warning . . . . . . . . . . . . . . . . . . . . . . A 321 Emergency Door Warning Switches . . . . . . . . . . A 320 Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . A 320 Emergency Exit Hatches . . . . . . . . . . . . . . . . . . . . Escape Slide Release Mechanism . . . . . . . . . . . . . . . . . . Escape Slide Release Mechanism . . . . . . . . . . . . . . . . . . A 320 Emergency Exit Hatches Warnings . . . . . . . . . . . SLIDE ARMED Indicator Light . . . . . . . . . . . . . . . . . . . . . Emergency Exit Hatch Switches . . . . . . . . . . . . . . . . . . . . Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FWD Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . FWD Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo Door Interlock Cam . . . . . . . . . . . . . . . . . . . . . . . . . Lock Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................................................ Electro Manual Selector Valve . . . . . . . . . . . . . . . . . . . . . Door Component Location . . . . . . . . . . . . . . . . . . . . . . . . . Limit Switches in Door Sill Area . . . . . . . . . . . . . . . . . . . . ................................................ Cargo Door Components . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo Door Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Yellow Hand Pump / Operation . . . . . . . . . . . . . . . . . . . . . Bulk Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . Bulk Cargo Door Locking Mechanism . . . . . . . . . . . . . . . ECAM Door Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

63 65 67 69 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 107 109 111 113 115 117 119 121 123 125 127 129 131 Page: v

TABLE OF CONTENTS ATA 06 DIMENSIONS AND AREAS . . . . . . . . . . . .

1

ATA 09 TOWING AND TAXIING . . . . . . . . . . . . . . .

30

06 - 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 1

09 - 00 TOWING AND TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30 30

06 - 10 DIMENSIONS AND AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . FUSELAGE DATUM LINES . . . . . . . . . . . . . . . . . . . . . . . . .

2 2 4

06 - 20 ZONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAJOR SUB - ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAJOR ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNIT ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 8 10 10

09 - 10 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIMIT LOADS AND ANGLES . . . . . . . . . . . . . . . . . . . . . . . . SPEED LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWING WITH THE NOSE GEAR . . . . . . . . . . . . . . . . . . .

32 32 34 34 36

09 - 20 DANGEROUS ENG. AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . EXHAUST AND SUCTION . . . . . . . . . . . . . . . . . . . . . . . . . .

38 38

06 - 30 STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 18 18 20

06 - 40 ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS PANELS AND DOORS . . . . . . . . . . . . . . . . . . . .

22 22

ATA 10

PARKING & MOORING . . . . . . . . . . . . . .

40

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NLG & MLG SAFETY DEVICES . . . . . . . . . . . . . . . . . . . . .

ATA 51 STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . ATA 07 LIFTING AND SHORING . . . . . . . . . . . . . .

24

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24

JACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JACKING FOR A / C MAINTENANCE OPERATIONS .

24 24

07 - 12 JACKING FOR WHEEL CHANGE . . . . . . . . . . . . . . . . . . . . . LANDING GEAR LIFTING . . . . . . . . . . . . . . . . . . . . . . . . . .

26 26

07 - 11

ATA 08 LEVELING & WEIGHING . . . . . . . . . . . . . . LEVELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WEIGHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28 28 28

40 42

44

51 - 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . STRUCTURAL PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . STANDARD PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44 44 44 46

48

52 - 00 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 320 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A321 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE & MAINTENANCE ACCESS . . . . . . . . . . . . . . .

48 48 48 50 52 54

52 - 11 PASSENGER / CREW DOORS . . . . . . . . . . . . . . . . . . . . . . . .

56

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TABLE OF FIGURES Figure 69 Figure 70 Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 Figure 76 Figure 77 Figure 78 Figure 79 Figure 80 Figure 81 Figure 82 Figure 83 Figure 84 Figure 85 Figure 86 Figure 87 Figure 88 Figure 89 Figure 90 Figure 91 Figure 92 Figure 93 Figure 94 Figure 95 Figure 96 Figure 97 Figure 98 Figure 99 Figure 100 Figure 101 Figure 102 Figure 103

Sectoion Reference Numbers . . . . . . . . . . . . . . . . . . . . . . Nose Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centre Fuselage - Lower Part . . . . . . . . . . . . . . . . . . . . . Centre Fuselage - Belly Fairing . . . . . . . . . . . . . . . . . . . . Fuselage Section 16 / 17 / 18 . . . . . . . . . . . . . . . . . . . . . Section 19 Frame 70 to 77 / Rear Pressure Bulkhead Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Convertible Pylon Primary Structure . . . . . . . . . . . . . . . . Engine Nacelles - CFM 56 - 5 Engine . . . . . . . . . . . . . . Engine Nacelles - IAE V 2500 . . . . . . . . . . . . . . . . . . . . . Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COCKPIT &CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Main Datas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Wing Box Access Cover . . . . . . . . . . . . . . . . . . . Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing ( L/ H ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing - Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Root Joint - RIB 1 ( L / H shown ) . . . . . . . . . . . Wing - Rear Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Spars and RIB 4 - STA 1957 ( TYP ) . . . . . . . . L / H Wing - Upper Surface shown . . . . . . . . . . . . . . . R / H Wing - Lower Surface shown . . . . . . . . . . . . . . . Dry Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 319 / 320 - Slat Track Cans . . . . . . . . . . . . . . . . . . . . . A 319 / 320 Access Panels ( L / H lower Wing ) . . . . A 319 / 320 different Types of Access Panels . . . . . . A 321 Access Panels ( L / H Lower Wing ) . . . . . . . . A 321 - Wing Access Covers . . . . . . . . . . . . . . . . . . . .

133 135 137 139 141 143 145 147 149 151 153 155 157 159 161 163 165 167 169 171 173 175 177 179 181 183 185 187 189 191 193 195 197 199 201

Figure 104 Outer Wing Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 105 Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 106 Drip Fence and Air Dam . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 107 Wing Tip and Wing Tip Fence . . . . . . . . . . . . . . . . . . . . . 209 Figure 108 Leading Edge and Leading Edge Devices . . . . . . . . . . 211 Figure 109 A 319 / 320 Trailing Edge and Trailing Edge Devices 213 Figure 110 A 321 Trailing Edge and Trailing Edge Devices . . . . . 215 Figure 111 A 319 / 320 Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . 217 Figure 112 A 319 / 320 Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . 219 Figure 113 A 319 / 320 Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . 221 Figure 114 A 321 Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 Figure 115 A 321 Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . 225 Figure 116 A 321 Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 Figure 117 A 321 Linkage System of the Outboard Flap . . . . . . . 229 Figure 118 Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 Figure 119 Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 Figure A A 320 Fuselage Station and Frames and Horizontal Stabilizer Stations and Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Figure B Rib Stations of Wing and Stabilizers . . . . . . . . . . . . . . . . . . 235 Figure C Cargo Door Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . 236

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DIMENSIONS AND AREAS GENERAL

A 319 / 320 / 321 06 - 00

ATA 06

DIMENSIONS AND AREAS

06 - 00

GENERAL

GENERAL Description This chapter defines : Dimensions and Areas Zoning Stations Access Provisions

see see see see

06 06 06 06

-

10 20 30 40

For Training Purposes Only

D D D D

FRA US / T

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DIMENSIONS AND AREAS

A 319 / 320 / 321 06 - 10

06 - 10

DIMENSIONS AND AREAS

AIRCRAFT DIMENSIONS The dimensions are quoted in meters.Those measured from the static ground line correspond to the aircraft at its maximum ramp weight.

Fuselage: Overall Length

A319

A320

A321

33.893 m 111.0204 ft

37.573 m 123.271 ft

44.507 m 146.0204 ft

Width

Wings:

3.950 m

A319

111.2631 ft

Area

122.4 m 2

1317.50 ft

For Training Purposes Only

2

24 Deg. 58‘

A319

A320

Area of THS

31 m 2

333.68 ft 2

Area of Vertical Stabilizer

21.5 m 2

2 231.42 ft

Height

Weights:

03.09.97

A321

33.913 m

Stabilizers:

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A320

Span

Sweep Angle at 25% MAC

FRA US / T

155.5118 ft

11.75 m A319

A321

11.76 m A320

A321

max. TO Weight

68.000 kg

73.500 kg

83.000 kg

max. Landing Weight

61.000 kg

64.500 kg

74.500 kg

Empty Weight

35.400 kg

37.230 kg

47.500 kg

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Lufthansa Technical Training

DIMENSIONS AND AREAS

A 319 / 320 / 321 06 - 10

35

24

1

For Training Purposes Only

1

24

1

35.8

32

24

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47.5

64

51

32/35

Figure 1 FRA US / T

47

47/51

87

87

64

64

87

Fuselage Length Differences Page: 3

Lufthansa Technical Training

DIMENSIONS AND AREAS

A 319 / 320 / 321 06 - 10

FUSELAGE DATUM LINES Coordinate System for messurements and location of components within the fuselage of the A 320 Familiy a metrical coordination system is in use. It exists of three a datum lines : D ”X”

means length distances from ” X 0 ” also called .STA ” 0 ”. It defines fore and aft distances from any point ( STA ) to STA ” 0 ”. STA 0 ist 2540 mm before RAD dom.

D ”Y”

means lateral distsances from any point to aircraft center line ” Y 0 ” is a vertical plane over the center line ” + Y ” is a plane left hand from ” Y 0 ” in flight direction ” - Y ” is a plane right hand from ” Y 0 ” in flight direction

For Training Purposes Only

D ” Z ” means a horizontal distsances from any point to aircraft centerline ” Z 0 ” is a horizontal plane over the center line ” + Z ” is a plane above the center line ” - Z ” is a plane below the center line

FRA US / T

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A 319 / 320 / 321 06 - 10

NM5 06 10 00 0 AEMO 01

Lufthansa Technical Training

DIMENSIONS AND AREAS

SECTION A-A

Reference Planes Coordinate - Origin

CENTER LINE

For Training Purposes Only

X-0

Figure 2 FRA US / T

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Fuselage Datum Lines Page: 5

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

06 - 20

ZONING

Description The aircraft is divided into zones as follows : - the major zones - the major sub - zones - the zones

Major zones Eight major zones are identifided by the hundreds as follows : 100 200 300 400 500 600 700 800

Lower half of the fuselage to aft pressure bulkhead Upper half of the fuselage to aft pressure bulkhead Stabilizers Nacelles Left hand Wing Right hand Wing Landing gear Doors

For Training Purposes Only

-

FRA US / T

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DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

200

300

600

500

100

400

STATIC GROUND

For Training Purposes Only

700

Figure 3 FRA US / T

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A 320 Major Zones Page: 7

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

MAJOR SUB - ZONES Description Are identified through tenth digit of the three digit zone number. Numbering takes places within the major zone from D from front to rear and D from inboard to outboard, e. g. 210, 220 etc.

LEFT / RIGHT WING

For Training Purposes Only

LEFT / RIGHT NACELLE

FRA US / T

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A 319 / 320 / 321 06 - 20

NM5 08 20 00 0 BXQO 01

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

For Training Purposes Only

HORIZONTAL STABILIZER

Figure 4 FRA US / T

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Major Sub Zones Page: 9

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DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

MAJOR ZONES UNIT ZONES Description Defines a certain position within that sub zone. They are identified through single digit Numbering, counting from 0 to 9. Numbering within a major sub zone are as follow : D from front to rear D from inboard to outboard D uneven numbers ( e. g. 131, 211, etc. ) identifies the left hande side of the center line D even numbers ( e. g. 142, 162, 264, etc. ) identifies the right hand side of the center line For Example : 162 1 - major zone 100 = identifies the range below center line 6 - major sub zone 160 = identifies the bulk kargo compartment 2 - unit zone 162 = identifies the forward, right hand part of the center line of the bulk gargo compartment.

NOTE : -

For Training Purposes Only

-

Wings, Stabilizers and Engine Nacelles have similar major-, sub major- and unit zones.. The cabin passenger / crew doors, cargo compartment and main landing gear doors are only identified by the zone number, since each of these doors is a zone in itself.

FRA US / T

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A 319 / 320 / 321 06 - 20

For Training Purposes Only

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

195

Figure 5 FRA US / T

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147

Fuselage Major-, Major Sub- and Unit - Zones Page: 11

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DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

Left Hand Wing A 319 / 320 shown

Figure 6 FRA US / T

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Wing and Horizontal Stabilizer Major-, Major Sub- and Unit - Zones Page: 12

A 319 / 320 / 321 06 - 20

For Training Purposes Only

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

Figure 7 FRA US / T

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Unit Zone Gears Page: 13

A 319 / 320 / 321 06 - 20

IAE V 2500

CFM 56 - 5A

For Training Purposes Only

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

LEFT HAND SIDE

LEFT HAND SIDE

RIGHT HAND SIDE

RIGHT HAND SIDE

Figure 8 FRA US / T

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Engines Major-, Major Sub- and Unit - Zones Page: 14

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DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

A 319

For Training Purposes Only

LEFT HAND SIDE

RIGHT HAND SIDE

Figure 9 FRA US / T

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A 319 Door Zone Numbers Page: 15

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

A 320

For Training Purposes Only

LEFT HAND SIDE

RIGHT HAND SIDE

Figure 10 FRA US / T

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A 320 Door Zone Numbers Page: 16

Lufthansa Technical Training

DIMENSIONS AND AREAS ZONING

A 319 / 320 / 321 06 - 20

A 321

For Training Purposes Only

LEFT HAND SIDE

RIGHT HAND SIDE

Figure 11 FRA US / T

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A 321 Door Zone Numbers Page: 17

Lufthansa Technical Training

DIMENSIONS AND AREAS STATIONS

A 319 / 320 / 321 06 - 30

06 - 30

STATIONS

INTRODUCTION

Frames ( FR )

Description

Frames been counted from the front bulk head to the aft within the fuselage. The distance between the frames are generally 530 millimeters. In ranges of hight loads the distances is about 230 millimeters. Depending on the frames the fuselage of A 320 has seven sections.

This section gives the Stations and their related frames or ribs. The stations ( STA ) are shown in millimeters, messured from station ” 0 ”, which is 2540 mm before the RADOM.

GENERAL Stations ( STA )

DESIGNATION

FRAMES

11 / 12 13 / 14 15 16 / 17 18 19 19.1

Nose Fuselage Forward Fuselage Center Fuselage Aft Fuselage Aft Fuselage Forward Tailcone Aft Tailcone

0 - 24 24 - 35 35 - 47 47 - 65 64 - 70 70 - 77 77 - 87

INFO : Stations and frames for A 319 / A21 see AMM.

For Training Purposes Only

The station designation system is used to identify reference planes and points along those planes, providing a means of identifying the location of structure, center of gravity, and the distribution of weight. A station corresponds to a cross section ( plane ) for a given assembly group, as Fuselage, engine naccelle, wing verticall and horizontal stabilizer. The sum of all stations gives a station diagram. Each station is a measured distance in millimeters, measured from a station point ” 0 ”. For the Fuselage it is measured over the X - datum line, beginning 2540 millimeters in front of the RADOM. In addition the stations are supplemented by frame ( FR ) figures, e. g. STA 9500 / FR 24.

SECTION

FRA USA / T

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Lufthansa Technical Training For Training Purposes Only

DIMENSIONS AND AREAS STATIONS

A 319 / 320 / 321 06 - 30

A 320

INFO : FOR A3 SIZE SEE APPENDIX

Figure 12 FRA USA / T

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A 320 Fuselage Stations and Frames Page: 19

A 319 / 320 / 321 06 - 30

SECTION NUMBERS The fuselage is divided into various sections for manufactoring reasons. Each major part of the aircraft, corresponding to the production sharing receives a section number.

19

19.1

STA 40113 / FR 87

18

STA 36647

16 / 17

STA 36645 / FR 77

15

STA 30420 / FR 64

13 / 14

For Training Purposes Only

11 / 12

STA 21361 / FR 47

10 thru 19.1 ( shown ) 20 30 35 40 50 60

STA 15367 / FR 35

Fuselage Wing Vertical Stabilizer Horizontal Stabilizer Engine Landing Gea Belly Fairing

STA 3500 / FR 1

D D D D D D D

STA 9500 / FR 24

Lufthansa Technical Training

DIMENSIONS AND AREAS STATIONS

FRA USA / T

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Page: 20

Lufthansa Technical Training

DIMENSIONS AND AREAS STATIONS

A 319 / 320 / 321 06 - 30

19 - 1

15

19 18 16 / 17 16 A A 321

For Training Purposes Only

21

13 / 14

14 A A 321

11 - 12

Figure 13 FRA USA / T

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Section Reference Numbers Page: 21

Lufthansa Technical Training

DIMENSIONS AND AREAS ACCESS

06 - 40

06 - 40

ACCESS

ACCESS PANELS AND DOORS Description All access panels and doors are provided with an identification system. The identification code exitst of three figure to identify the zone and two letters to clarify the position. - The first or identification letter identifies the door ( panel ) in a logical sequence, i. e. D from the inside to the outside, or D from the forward to aft. The first identification letter is an ” A ” for each zone. - The second or location letter, gives the location of the door ( panel ) on the aircraft if necessary. D D D D D D D D

T Top ( upper surface ) B Bottom ( lower surface ) L Left R Right Z Internal F Floor Panel W Sidewall panel C Ceiling Panel

EXAMPLE : For Training Purposes Only

A 319 / 320 / 321

03.09.97

The letters I and O are not used. The cabin passenger / crew doors, cargo compartment and main landing gear doors are only identified by the zone number, since each of these doors is a zone in itself. Doors along the aircraft center line have the left side zine number. For more rules see MM 06 - 40 - 00

EXAMPLE of the identification of an access door 121AL and 191AT :

1 2 1 A L

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NOTE : -

-

MAJOR ZONE 100 MAJOR SUB ZONE 120 UNIT ZONE 125 ALPHABETIC DOOR SEQUENCE LOCATION ( left )

FRA US / T

In case all letters of the alphabet have been used, panels are identified as follows : - the leter ” A ” is still the identification letter - location letters than are D U Top ( upper surface ) D D Bottom ( lower surface ) D P Left D S Right D G Floor Panel D X Sidewall panel D Y Ceiling Panel

No. of panel 121AL ZONE SUFFIX 121 AL

191

AT

FUSELAGE POSITION Forward Fuselage, first panel in Zone 120 Bottom ( or LH Side ( 1 ) ) Belly Fairing first panel in Zone 190 at Top

Page: 22

A 319 / 320 / 321 06 - 40

For Training Purposes Only

Lufthansa Technical Training

DIMENSIONS AND AREAS ACCESS

Figure 14 FRA US / T

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Access left side RADOME, Avionic Compartments, Nose Landing Gear Page: 23

Lufthansa Technical Training

LIFTING AND SHORING LIFTING

07 - 11

ATA 07

LIFTING AND SHORING

GENERAL

D the two other points are under the wings at rib 9.

Description This chapter provides information about lifting and shoring of the aircrafts.

When the aircraft is on jacks, place a safety stay between FR 73 and FR 74. This prevents any accidental movement of the aircraft. During jacking the maximum load at each hydraulic jack must be observed and not exceeded. Further more the aircraft has to be leveled to zero when starting to jack. That zero level must be checked and observed during lifting on a trim indicator at the fueling station.

07 - 10 - 11 - 12 07 - 20

Jacking Jacking for A / C Maintenance Operations Lifting for wheel change Shoring see AMM.

07 - 11

JACKING

JACKING FOR A / C MAINTENANCE OPERATIONS Maintenance Practices Observe the maximum permitted aircraft weight for jacking ( e.g. A 320 59.000 kg ) Before you lift the aircraft with jacks make shure :

For Training Purposes Only

A 319 / 320 / 321

WARNING :

that the weight of fuel is applied equally on the two sides of the aircraft

WARNING :

that the aircraft is stable before you lift it with jacks.

WARNING :

not to lift the aircraft with the SAFETY STAY ( jack at the aft fuselage position )

WARNING :

the SAFETY STAY is removed before you do landing gear extension and retraction tests. Damage to the fuselage occurs if the aircraft moves during the tests.

NOTE : - You must not use the safety stay to lift the aircraft. - You can lift the aircraft at the forward jacking point when the tires and shock absorbers deflated. - You can lift the aircraft at the forward jacking point only, wth the wheels of the main landing gear on ground. For Example - Safety Stay is only be used to stabilize the fuselage between FR 73 and FR 74 with a load of 2.000 daN for all aircrafts.

You must lift at three structural jacking points with three hydraulic jacks. D one point is under the forward fuselage at FR 9 FRA US / T

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Lufthansa Technical Training

LIFTING AND SHORING LIFTING

A 319 / 320 / 321 07 - 11

JACKING POINT ” B ‘ ”

JACKING PAD POINT ”A”

JACKING PAD POINT ”B”

RIB 9

NM5 07 11 00 2 AAM0 05

FR 8

RIB 9 JACKING POINT ” A ” SAFETY JACK JACKING POINT ” B ‘ ”

A 320 JACKING POINTS TABLE

For Training Purposes Only

X (mm )

Y ( mm )

FWD FUSELAGE FR 8 JACKING POINT ” A ”

52840

0

WING L / H RB 9 JACKING POINT ” B ”

20107

6497.25

WING R / H RB 9 JACKING POINT ” B ”

20107

MAX. PERMITTED AIRCRAFT WEIGHT FOR JACKING

-6497.25

Z ( mm ) -2100

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TRIM INDICATOR

6800 daN

-828.35

28500 daN

-828.35

28500 daN

A 319

A 320

A 321

57.000 kg

59.000 kg

69.000 kg

Figure 15 FRA US / T

MAXIMUM JACKING FORCE

A 2 3 4 5 6 7 B C D E F G

AIRCRAFT JACKING POINTS Page: 25

Lufthansa Technical Training

LIFTING AND SHORING LANDING GEAR JACKING

A 319 / 320 / 321 07 - 12

07 - 12

JACKING FOR WHEEL CHANGE

LANDING GEAR LIFTING Jacking for Wheel Change : D Make shure that the ground safety locks are in position an the landing gears. D The hydraulic jacks have to be positioned from behind to prevent damage to the sensors of the weight and balance system. D The aircraft can be lifted at the landing gears up to its max. weight to change wheels. D Make sure that the parking brake is released. D use the right nose landing gear jack adapter and install that toolt correct.

For Training Purposes Only

Never lift the landing gear outside of the ball pad, severe damage to the landing gear makes gear change madatory.

FRA US / T

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Page: 26

Lufthansa Technical Training

LIFTING AND SHORING LANDING GEAR JACKING

A 319 / 320 / 321 07 - 12

For Training Purposes Only

NOSE LANDING GEAR

MAIN LANDING GEAR (TYP )

JACKING POINT JACK ADAPTER WITH BALL PAD

JACKING POINT

Figure 16 FRA US / T

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NLG and MLG Jacking Page: 27

Lufthansa Technical Training

LEVELING & WEIGHING

A319 / 320 / 321 08-00

ATA 08

LEVELING & WEIGHING

LEVELING Quik leveling check can be carried out using the build in aircraft trim indicator near the refuel control panel in the right wing root. The aircraft is in the zero position in pitch and roll, when the bubble is at the D4 position. Presision trimming must be done by means of sighttubes, sighting rods and a theodolite.

WEIGHING

For Training Purposes Only

Aircraft weighing is performed at certain intervals in order to determine the dry operating weight of the individual aircraft.The weight is used to determine the center of gravity. Special weighing plattforms are used at the normal lifting positions for this task.

FRA US-T gs 9.1.98

Page: 28

A319 / 320 / 321 08-00

For Training Purposes Only

Lufthansa Technical Training

LEVELING & WEIGHING

Figure 17 FRA US-T gs 9.1.98

LEVELING INDICATOR Page: 29

Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

ATA 09

TOWING AND TAXIING

09 - 00

TOWING AND TAXIING

GENERAL Description and Operation This chapter is divide in : D Towing see 09 - 10 D Taxiing see AMM see 09 - 20 Dangerous Jet - Engine Sugtion / Exhaust areas .

Towing The aircraft can be towed by the nose landing gear or the main landing gears. You can tow the aircraft with deflated tires.

For Training Purposes Only

Taxiing This section gives information related to the danger areas around the engines. You can taxi the aircraft with deflated tires.

FRA US / T

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Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

α  11 degrees A 320

For Training Purposes Only

HOTIZONTAL PLAN

Figure 18 FRA US / T

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MLG Towing of Aircraft Page: 31

Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

09 - 10 TOWING GENERAL Description WARNING : Make sure that when the aircraft moves with its own power on the ground - no person go where the aircraft can cause them injury or can kill them - no objects stay where the engine can blow them away or can pull them into the engine by suction.

You can use the MLG attachments to tow the aircraft : - with the engines shut down, - when it is bogged. NOTE : Do not tow the aircraft if the dimention H ( oleo extention ) is more than 300 mm ( 11.811 in. ). If you do so, you can cause damage to the cams that make the nose gear wheels go back to the center position.

WARNING : Obey these safety precautions during towing, pushback or movement of the aircraft. Make sure that the path of the aircraft is clear. Make sure that no persons sit or stand on the tow bar or use the tractor as a transporter this is to prevent the risk of injury.

For Training Purposes Only

WARNING : The person who operates the brakes from the cockpit during towing or taxiing must have his seat belt attached. If not, there is a risk of injury if the aircraft stops suddenly. CAUTION :

Set and calibrate the towing and turn shear pins before you tow or push back the aircraft. This is to prevent high loads which can cause damage to the nose landing gear and / or the aircraft structure.

CAUTION :

Do not tow or move the aircraft on the ground if the engine cowls are open. Movement of the aircraft with the engine cowls open can cause damage to the cowls and the nacelle structure.

You can use the NLG tow - bar fitting to tow or push the aircraft : - with maximum weight, - with the engine power between zero and idle.

FRA US / T

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Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

For Training Purposes Only

H

NOTE :

MAINTAIN A MINIMUM OF 3 METERS ( 10 FT. ) SEPARATION FROM THE NOSE WHEELS, TOW BAR AND TUG WHILE AIRCRAFT IS MOVING

Figure 19 FRA US / T

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< 300mm

Towing of A 319 / 320 / 321 ) Page: 33

Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

LIMIT LOADS AND ANGLES -

ln towing configurations the safty pin locks the control lever on the inter= phone box in the disengaged position. The maximum permitted steering - angle to each side of the aircraft center line is only 95 degree. When you use the front fittings to push the aircraft rearwards with the engine at idle, the maximum permitted steering - angle on each side of the aircraft centerline is only 40 degrees. This is to prevent the possibility of the NLG tires slippage.

SPEED LIMITS All doors closed and locked or removed, Engine cowlings closed and latched : - for a tractor with a tow bar, a maximum speed of 25 km / h ( 15.5 mph ) is permtted. - for a tractor without tow bar, a maximum speed of 40 km / h ( 24.8 mph ) is permtted.

For Training Purposes Only

Passenger / crew doors fully open and locked and / or cargo doors open in vertical position. Engine cowlings closed and latched. - the permitted maximum speed is 10 km / h ( 6.21 mph )

FRA US / T

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Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

OBSERVE THE MAX. ANGLE WHEN TOWING / PUSHING !

BY PUSHING ENGINE AT IDLE 40 _

40 _

95 _

95 _ For Training Purposes Only

BY TOWING / PUSHING

Figure 20 FRA US / T

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A 319 / 320 / 321 - Towing / Pushing Page: 35

Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

TOWING WITH THE NOSE GEAR Reason for the Job To push the aircraft rearward or tow the aircraft forwards with : D the tow fitting on the front of the nose landing gear D a tractor in position forward of the nose gear A. Make sure that the PIN - NLG DOWNLOCK SAFETY and GROUND LOCK SLEEVE are installed on the nose landing gear and main landing gear.

H. Electrical supply Open the access door 121AL and connect the electrical supply of the tractor J. Lighting System Set the external and internal lights as necessary. K. Communication system see TASK 09 - 10 - 00 - 991 - 011 and TASK 09 - 10 - 00 - 991 - 012

B. On the N / W - Steering deactivation electrical box 5GC : D set the ground towing - control lever to the towing position, and C. Install the SAFETY - PIN. D. On the panel 110VU, set the parking brake control switch to OFF. E. On the brake Yellow - pressure triple - indicator on the panel 400VU, make sur that the ACCU PRESSURE is correct : D The usual pressure is 3.000 psi ( 206 bars ). D the minimum pressure is 1.500 psi ( 103 ) bars ). NOTE : A pressure of 3.000 psi ( 206 bars ) permits 7 brake operations.

For Training Purposes Only

F. Install the Hydro AS34 or equivalent on the two fitting NOTE : The tow bar has : D a damping system D one calibrated shear pin and two calibrated turn shear pins for the protection of the gear against too high loads. G. Connect the Hydro AS 34 or equivalent to the tractor.

Procedure A. Tow slowly and smoothly NOTE : During towing operations, put D one person in the cockpit to operate the brakes if necessary D two person to monitor wing tips. Close - up NOTE : It is recommended to stop with the nose wheels in the aircraft centerline. A. Tow bar removal After ” pushback ” ( hydraulic pressure available ), you must : D first disconnect the towbar from the nose landing gear fitting D than remove the tow - lever SAFETY - PIN If the nose wheel are not aligned with aircraft centerline, this prevents : D the pressurization of the steering actuators to align the wheels before you disconnect the towbar. E. Disconnect the electrical power of the tractor from the access dorr 121AL. H. Remove the SAFETY - PIN. J. Set the ground - towing control lever to the normal position.

FRA US / T

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Lufthansa Technical Training

TOWING & TAXIING TOWING

A 319 / 320 / 321 09 - 10

TOWING LEVER RESET TO FLIGHT POSITION

A TOWING LEVER SET TO TOWING / PUSH BACK POSITION

TOWING LEVER

A TOWING LEVER

For Training Purposes Only

SAFETY PIN ( TWOING POSITION )

TOWING POSITION ( NOSE WHEEL STEERING DEACTIVATED )

Figure 21 FRA US / T

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SAFETY PIN ( TOWING POSITION )

N / W - Steering Deactivation Electrical - Box Page: 37

Lufthansa Technical Training

TAXIING DANGEROUS AREAS

A 319 / 320 / 321 CFM 56 - 5A // IAE V 2500

09 - 20

09 - 20

DANGEROUS ENG. AREAS

EXHAUST AND SUCTION Areas to be avoided while engine is running See figures.

TAKE OFF POWER

DANGEROUS AREAS JET ENGINE EXHAUST VELOCITY ft / s ( m / s )

INCLUDES ( WORST CASE ) GROUND PLAN HEAD WIND ( 20 KTs

ELEVATION m

ft

GROUND PLANE

FEET DISTANCE IN For Training Purposes Only

METER WIDTH m

ft

PLAN

FRA US / T

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AIR PLAN CL

Page: 38

A 319 / 320 / 321 CFM 56 - 5A // IAE V 2500

09 - 20 DANGEROUS ENGINE AREAS : TAKE OFF THRUST

For Training Purposes Only

Lufthansa Technical Training

TAXIING DANGEROUS AREAS

Figure 22 FRA US / T

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Dangerous Engine Areas Page: 39

Lufthansa Technical Training

PARKING & MOORING GENERAL

AS319 / 320 / 321 10-00

ATA 10

PARKING & MOORING

GENERAL Parking in normal and abnormal weather conditions Wheel chocks in front of and behind main and nose landing gear wheels. Parking brake ”ON”. Nose wheels should be in a straight line. Flaps ,slats,spoilers,speed brakes and thrust reversers retracted. Stabilizer set to neutral. Cockpit windows closed. Doors closed. Protection covers installed in bad weather conditions. Landing gear doors closed. Landing gear ground safety locks installed during maintenance operations or long parking periods. - Water system depressurized. This prevents too much water in the toilet bowls since the water valves can leak when the water pressure decreases. - Shock absorber rebound can cause some movement in the wind.Equipment should be removed from the aircraft to a position where it cannot damage the aircraft.

For Training Purposes Only

-

FRA US-T gs 9.1.98

Page: 40

Lufthansa Technical Training

PARKING & MOORING GENERAL

AS319 / 320 / 321 10-00

STATIC PROBE COVER ( 2 )

ANGLE OF ATTACK COVER ( 3 )

PITOT PROBE COVER ( 3 )

ENGINE COVER ( 2 )

STATIC PROBE COVER ( 2 )

TAT PROBE COVER ( 2 )

For Training Purposes Only

ICE DETECTION PROBE COVER ( 2 )

Figure 23 FRA US-T gs 9.1.98

PROTECTIVE EQUIPMENT COVERS Page: 41

AS319 / 320 / 321 10-00

NLG & MLG SAFETY DEVICES

For Training Purposes Only

Lufthansa Technical Training

PARKING & MOORING GENERAL

FRA US-T gs 9.1.98

Page: 42

Lufthansa Technical Training

PARKING & MOORING GENERAL

AS319 / 320 / 321 10-00

LOCK STAY

For Training Purposes Only

LOCK STAY

Figure 24 FRA US-T gs 9.1.98

GEAR SAFETY DEVICES Page: 43

Lufthansa Technical Training

STRUCTURE GENERAL

A 319 / 320 / 321 51

ATA 51

STRUCTURES

51 - 00

GENERAL

GENERAL CONFIGURATION The A 320 is a short / medium range twin - engined subsonic commercial transport aircraft introduced as the first single aisle aircraft to the Airbus family The seating capacity varies between about 120 to 179 passengers. The A 319 is smaler derivat with less passenger capacity and the A 321 is a lager derivat aircraft with more passenger capacity than the A 320. Airbus Industrie in Tolouse, France, designed and developed the A 320 Family. Mainly six firms in six europien countries, France, Great Britan, Germany, Belgium, Spain and Italy deliver certain parts which be flown by a ” Beluga ” aircraft, especilaly designed for aircraft parts transportation, to be delivered to the A 320 assemply line by Airbus Industrie in Tolouse and to DASA the assemply line for A 319 and A 321 in Hamburg, Germany. Engines can be choosen from two supplier, Commercial Fan Moteure Interna tional, CFMI 56 - 5A. or International Aero Engine, V 2500 A5 with different thrust settings which is a matter of aircraft type and performance demand.

For Training Purposes Only

STRUCTURAL PRINCIPLE Description The strucrure of the aircrafts are designed of the fail safe principle, what means, by a maximum of structure strength a minimum of weight. Therefor the primary structure is mainly out of strongest Aluminium alloy beside some parts are made of steel and titan. In some parts of strong mechanical strength material with high fatigue resistance are installed.

D GFRP Glasfiber Reinforced Plastic D CFRP Carbonfiber Reinforced Plastic D AFRP Aramidfiber Reinforced Plastic Abbreviations may used Abbreviations used in this chapter : AFRP Aramidfiber Reinforced Plastic CAA Chromic Acid Anodizing CFRP Carbonfiber Reinforced Plastic CL Center Line FD Fuselage Datum Fig Figure FR Frame FWD Forward GFRP Glassfiber Reinforced Plastic LH Left - Hand Side LONGN Longeron MAX Maximum MID Middle MIN Minimum RH Right - Hand Side REF Reference RPM Revolution per Minute STA Station STD Standard STRG Stringer THS Trimmable Horizontal Stabilizer VERT VERTICAL

Some parts / components of primary and secondary structure are made of composide plastic to reduce further more the weight, this plastic are :

FRA US / T

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Lufthansa Technical Training

STRUCTURE GENERAL

A 319 / 320 / 321 51

VERTICAL STABILIZER

TAILCONE FORWARD / AFT

OUTER WING

CENTER FUSELAGE

PYLON

HORIZONTAL STABILIZER AFT FUSELAGE

For Training Purposes Only

AFT CENTER FUSELAGE

CENTER WING FORWARD CENTER FUSELAGE NOSE FUSELAGE

Figure 25 FRA US / T

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A 320 Major Structual Components Page: 45

Lufthansa Technical Training

STRUCTURE GENERAL

A 319 / 320 / 321 51

STANDARD PRACTICES Description This chapter provides the instructions related to the standard practices applicable to the airframe, doors, wings, engine pylons and stabilizers. These practices include : D AMM 51 - 21 - 00 Protective Treatment D 51 - 22 - 00 Corrosion Prevention D 51 - 23 - 00 Coatings Aplication D 51 - 24 - 00 Sealing General D 51 - 70 - 00 Repairs D 51 - 73 - 00 Repairs of Minor Damage D 51 - 74 - 00 Repair of Corroded Areas D 51 - 75 - 00 Paint Repair D 51 - 76 - 00 Sealing Repair D 51 - 77 - 00 Standard Composite Repairs D 51 - 78 - 00 Cleaning Processes

For Training Purposes Only

Composite Materials To reduce the construction and components weight on A 319 / 320 / 321 even more components been made out of composite materials so as horizontal stabibilizer, vertical stabilizer, fairings, panels, cowlings and flight controls.

Composite Components - Radome - NLG Doors - Belly Fairing Panels - MLG Doors - Wing Leading Edge bottom access panels - MLG Wing bay top panel - Wing shroud box - Wing trailing edge panels - MLG - leg fairing doors - Flap track fairings - Inner and outer flaps - Spoilers and Airbrakes - Aileron - Pylon to Wing fairing - Nacelle cowlings

FRA US / T

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-

General D AMM D D

Informations, see 06 - 00 - 00 for Aircraft Zoning and Dimensions 06 - 40 - 00 for Access - Doors and Panel Identification 09 - 20 - 00 and 12 - 11 - 28 for Restricted Areas

Protective Treatment ( 51 - 21 - 00 ) The aircraft structure is given protection against corrosion and fluids. Special attention is given to areas of high condensation and areas where different material touch.

Corrosion Prevention ( 51 - 22 - 00 ) Corrosion resistant materials and protective coatings are applied at the construction stage to obtain the maximum possible resistance to corrosion. Corrosion, the removal of corrosin and subsequent maintenance have a direct effect on the operational safety and the in - service capability of the aircraft.

Fin main box and attachment lug Fin leading edge and tip Fin trailing edge panels Rudder and attachments Tailplane main box Tailplane leading edge Tailplane trailing edge panels Tailplane pivot attachment lugs Tailplane / Elevator attachment fittings Elevator Elevator hinge arms Tailplane / Fuselage fairings Cabin / Cargo floor panels Cabin / Cargo compartments linigs

Page: 46

A 319 / 320 / 321 51

For Training Purposes Only

Lufthansa Technical Training

STRUCTURE GENERAL

Figure 26 FRA US / T

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Composite Material Application Page: 47

Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

ATA 52

DOORS

52 - 00

DOORS

GENERAL Description and Operation The aircrafts are designed with several doors to give a conveniened access to compartments for passengers, crew members, loading staff and maintenance reason. In the cabin all doors are designed that all passengers and crew members can leave the aircraft even without staircases, in case of emergency, safely in a defined time.

A 319 DOORS

For Training Purposes Only

In the pressurized area : D2 Cargo compartments doors ( 825, 826 ) D2 Overwing emergency exits ( 834, 844 ) D4 Passenger and crew doors or cabin doors us able as emergency exits ( 831, 841, 832, 842 ) D4 Doors to give access to the avionic compartments ( 811, 812, 822, 824 )

FRA US / T

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Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

A 319

A

For Training Purposes Only

B

842

841

Figure 27 FRA US / T

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A 319 Passenger, Crew and Service Doors Page: 49

Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

A 320 DOORS In the pressurized area : D 2 Cargo compartments doors ( 825, 826 ) D 4 Overwing emergency exits ( 833, 843, 834, 844. The 2 exits on each side are identical ) D 4 Passenger and crew doors or cabin doors usable as emergency exits ( 831, 841, 832, 842 ) D 4 Doors to give access to the avionic compartments ( 811, 812, 822, 824 ) D Optional doors : 1 Entrance stairs door ( 813 ) and 1 bulk cargo compartment door ( 827 )

Forward and aft cargo compartment doors are equiped with an mechanical latch mechanism. The yellow hydraulic system will be used to open and close the cargo doors. Opening and closing of the cargo compartment doors can be done from the outside only. Bulk Cargo Compartment Door Is the last cargo door on the right hand side of the fuselage. D Is a plug type door D when unlocked opens inside and swings to the compartment ceiling where it mechanical been secured. D The door can be unlocked and locked from the outside and inside.

For Training Purposes Only

Passenger and Crew Doors This aircraft has 4 entrance / emergency exits, called type 1 door, two doors of each fuselage side. D This doors are plug type doors. That means under cabin differential pressure the doors will be pressed against fuselage mounted stop fittings to transfer the door pressure force to the fuselage structure. D This doors can be opened from the inside as well from the outside. D All 4 doors been used in case of emergency as emergency exits therefore each door is equipped with an emergency inflatable slide. Overwing Emergency Exits Four exits called type 3, two on each side oif the fuselage, designed as emergency exits only. These been used in an case of emergeny, to evacuate the passengers and crews in a definite time according to JAR / FAA regulations. D This exits are plug type doors. D This exits can be opened from the inside as well from the outside. On each fuselage side during openig of the first exit via a mechanical system a slide will be released and inflated. Forward and aft Cargo Compartment Doors On the fuselage lower right hand side three cargo doors for belly cargo on and off loading are installed. D Forward cargo compartment door D Aft cargo compartment door and D Are none plug type doors. Cabin pressure force will be transfered through the latch mechanism.

FRA US / T

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Page: 50

Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

A 320

A

For Training Purposes Only

B

842

841

831

Figure 28 FRA US / T

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A 320 Passenger, Crew and Service Doors Page: 51

A 319 / 320 / 321 52 - 00

A321 DOORS In the pressurized area : D 2 Cargo compartments doors ( 825, 826 ) D 4 emergency exits or cabin doors usable as emergency exits ( 833, 843, 834, 844 ) D 4 Passenger and crew doors or cabin doors usable as emergency exits ( 831, 841, 832, 842 ) D 4 Doors to give access to the avionic compartments ( 811, 812, 822, 824 ) D Optional doors : 1 Entrance stairs door ( 813 ) and 1 bulk cargo compartment door ( 827 )

For Training Purposes Only

Lufthansa Technical Training

DOORS GENERAL

FRA US / T

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Page: 52

Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

A 321

A

For Training Purposes Only

B

842

841

Figure 29 FRA US / T

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A 321 Passenger, Crew and Service Doors Page: 53

A 319 / 320 / 321 52 - 00

SERVICE & MAINTENANCE ACCESS A 319 / 320 / 321 Service and Maintenance Access In the unpressurized areas : D 1 Accessory compartment access door ( 312AR ) D 1 APU exhaust access fairing ( 317AL) D 1 APU access door ( 315AL ) D 1 APU access door ( 316AR ) D 1 Maintenance door ( 314AR ) D 1 Aft lavatory service door ( 172AR ) D 1 External power receptacle (( 121AL ) D 1 FWD potable water service door ( 133AL ) D 1 Aft potable water service door ( 171AL ) D 1 FWD cargo compartment door control panel door ( 134AR ) D 1 Aft cargo compartment door control panel door ( 154AR ) D 1 HP ground air connector door ( 191DB ) D 1 Refuel and Defuel panel door ( 192MB )

For Training Purposes Only

Lufthansa Technical Training

DOORS GENERAL

FRA US / T

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Page: 54

Lufthansa Technical Training

DOORS GENERAL

A 319 / 320 / 321 52 - 00

A 319 / 320 / 321

A

For Training Purposes Only

B

Figure 30 FRA US / T

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Service and Maintenance Doors / Panels Page: 55

Lufthansa Technical Training

DOORS PASSENGER / CREW

52 - 10

52 - 11

PASSENGER / CREW DOORS lifted and moved outwards.

GENERAL Description The aircraft ist provided with four type 1 passenger / crew doors, two on the left side and two on the right side of the fuselage. The doors are of the fail safe plug type construction. During the unlock phase the doors move lightly inwards then upwards, they open outwards and move forwards parallel to the fuselage. The closed door locking mechanism is controlled either with inner or outer control handle. In open position a door stay mechanism latches the door for safety reason. All Passenger / Crew doors include an evacuation system. Which are escape slide or slide / raft equipment and with a releas mechanism. The escape slide or slide / raft is controlled by an arming / disarming lever on the inner side. When the door is opened from the outside the escape slide or slide / raft release mechanism is disarmed automatically. The door seal, installed on the inner side of the door outer skin, will be inflated by cabin air pressure to form a pressure tight seal to the fuselage when the door is closed and the cabin is pressurized. Because all type 1 doors are similar, except for their geometry, this description is general and valid for all type 1 doors.

PASSENGER & CREW DOORS 1 For Training Purposes Only

A 319 / 320 / 321

Outer Control Handle

This handle allows the door to unlock and open and vise versa to close and lock the door. The inner control handle follows the outer handle movement. If the Emergency Control Handle stays in ” FLIGHT ” position and the door outer handle unlocks the door, the Emergency control Handle moves to ” PARK ” position. 2

3

Visual Locking Indicator

Is mechanically connected to the locking mechanism to show if the door is closed and locked ” GREEN ” or not closed and locked ” RED ”.

4

Emergency Control Handle

Has two positions FLIGHT ( armed ) and PARK ( disarmed ). The emergency control handle is lokated far from the inner control handle FLIGHT : When the door is unlocked with the inner control handle and moved upwards a gas bottle will be triggered the door damper and ermergeny operation cylinder be filled and the door swings outwards. A girt bar, connected to the slide, is locked to the floor fittings. PARK : When the door been opened with the outer control handle the emergrency control handle will be placed to park position To open the door with the inner control handle the emergency control handle has to be placed to ” PARK ” otherwise the door opens automaticly after lifting of the door and the escape slide will be released and inflated. The girt bar is withdrawn to the slide container.

5

Release Button

To close the door, the release button of the door stay mechanism has to be pressed to unlatch the hold open mechanism. 6

Emergency Escape Slide

All Passenger / Crew Doors are equiped with Emergency Escape Slides, stored in a door mounted container.

Inner Control Handle

Operates the locking mechanism and movement of the door. When the handle be moved to ” OPEN ” position, the lock hook be withdrawn, moved inwards FRA US / T

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Page: 56

A 319 / 320 / 321 52 - 10

For Training Purposes Only

Lufthansa Technical Training

DOORS PASSENGER / CREW

Figure 31 FRA US / T

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Passenger / Crew Door Operation Page: 57

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

DOOR MECHANISM Description Two mechanism inside the door structure controls the locking of the door and the evacuation system. Door Locking Mechanism The door is locked by a hook. The hook is connected by a rod and bellcrank to the locking shaft, which is locked in an overcentered position. An arm on the locking shaft forms the visual locking indicator. A spring rod maintains the overcenterd position. In addition, a safety pin is provided to prevent any movement of the door which would result from a double mechanical failure in the locking mechanism and the lifting mechanism. The lifting lever ( lower connection link ) lifts the door. The door moves upwards until it clears the stop fittings and then moves outwards. A torsion bar spring compensates for the weight of the door. The door inner and outer control handles operates the door locking mechanism The shafts of these handles are coupled so that the outer control handle does not move when the door is lifted with inner control handle A lowering shaft acts via a rod on a locking hook and locks the gearbox with the door open It is not possible to lower the door when it is in the open position out of its frame. 14 adjustable door stops fittings and their corresponding fittings on the fuselage frame, transfer the loads resulting from cabin pressure to the aircraft structure.

For Training Purposes Only

EMERGENCY ESCAPE SLIDE RELEASE MECHANISM The emergency escape slide is installed on the bottom of the door. The slide is fastened to a girt bar. This girt bar can be locked by means of levers and fittings. D Either to the fuselage in the emergency ( FLIGHT or armed ) mode or D to the door in the normal ( PARK or disarmed ) mode. When the outer control handle is operated, the release mechanism of the emergency escape slide returns to DISARMED position. A locking unit, connected to the locking shaft, locks the emergency escape slide release mechanism in the disarmed position when the door is notr fully closed and locked. A visual indicator, installed at the forward end of the girt bar, used to see if the girt bar is attached to the floor. The indicator can be checked on olderly version through a escape cover window, newerly version have a floor mark.

FRA US / T

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Page: 58

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

LOCKING HOOK

LOCKING SHAFT

VISUAL DOOR LOCK UNLOCK INDICATOR

LOCKING UNIT

LOWERING SHAFT DOOR SHOWN ( OTHER TYPE ONE DOORS SYMILAR )

FWD

EMERGENCY CONTROL HANDLE

GEAR BOX

GEAR BOX DISARMING MECHANISM

GEAR BOX

LIFTING LEVER

For Training Purposes Only

OUTER CONTROL HANDLE

TORSION BAR

INNER CONTROL HANDLE

GIRT BAR

Figure 32 FRA US / T

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EMERGENCY OPERATION ACTUATOR CYLINDER

Control Mechanism Passenger / Crew Doors Page: 59

Lufthansa Technical Training

DOORS PASSENGER / CREW

52 - 10 DOOR OPERATION Awareness by door operation WARNING : Do not operate the door handles inside or outsite if the red cabin pressure warning light in the door window is flashing : D There is a cabin overpressure of more than 2.5 mb ( 0.037 psig ) Residual pressure could cause the door to open with a sudden force and injure persons and / or damage the aircraft. WARNING : Do not go near or open pressure sealed doors when the aircraft is pressurized. If you do you will cause explosive decompression, kill or injury to persons and cause damage to the aircraft. WARNING : Do not open the passenger / crew door if the wind speed is more than 65 knots. CAUTION : Do not use the the inner control handle to push / pull the door. Use the inner control handle only to LOCK / UNLOCK the door. If you use this handle to push / pull the door, you can cause damage to the interlock mechanism hook. Door opening from the inside ( normal mode ) D The emergency handle must be in ” PARK ”, disarmed, position. NOTE : If the inner control handle been turned with the emergency handle in ” FLIGHT ” position a white warning light in the window will illuminate

For Training Purposes Only

A 319 / 320 / 321

D

D D D

Pulling off the inner control handle from its stow position and turn the handle until the stop position, following sequence starsts : - the green, LOCKED, visual indicator disapears and the red, UNLOCKED sign is visual. - The door been unlocked and lifted, high enough to pas the stop fittings. Use the assist handle and manually push the door outside, the door turns forward until she snaps in to the door stay mechanism. The force to lift the door hase to be less than 16 daN ( 15.7 Kg ). If there is no access platform / staircase in front of the door, put the safety barrier in position in the door frame.

FRA US / T

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Door closing from the inside D Push the release button of the door stay mechanism, to open the latch mechanism D Pull and turn the door to the closed position D Pull and turn the inner control handle to the locked position, following sequence starts : - Lowering of the door - Locking of the door - For the visual locking indicator a green mark appears ” DOOR is LOCKED ” Door opening from the outside D Push the outer flap panel to grasp the outer control handle D Lift the handle to the green line - Door will be unlocked and lifted D Pull and swing the door to the full open position until the stay open mechanism snaps. NOTE : If the Emergency control handle stays in the ” FLIGHT ” position, through the movement of the outer control handle he will be repositioned to ” PARK ” position. Door closing from the outside D Push the release button of the door stay mechanism, to open the latch mechanism D Pull and turn the door to the closed position D Pull and turn the outer control handle down to th closed position - The handle will be stowed - The door will lowered and - locked Make shure the handle is flash with the door contour INFO : The ermergency control handle remains in ” PARK ” position.

Page: 60

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

PASSENGER / CREW DOOR INSIDE

INSIDE CONTROL HANDLE

DOOR STAY RELEAS BUTTON WINDOW

DOOR LOCKED / UNLOCKED IND

CABIN PRESSURE

FLIGHT

OPENING

1

PARK

ILLUMINATES IF INNER CONTROL HANDLE IS OPERATED WHEN SLIDE IS ARMED THE SLIDE ARMED INDICATION APPEARS IN BLCK

RED LIGHT

FLASHES WHEN BOTH ENGINES STOPPED THE SLIDES ARE DISARMED AND THE CABIN DIFFERENTIAL IS ABOVE 2.5 mBAR ( or hPa ) ALSO VISIBLE FROM THE OUTSIDE THROUGH THE WINDOW. IN NORMAL CODITION CABIN PRESS INDICATION APPEARS IN BLACK

SLIDE ARMED

2

OPEN

WHITE LIGHT

CONTROL HANDLE

WINDOW

OPENING INSIDE / OUTSIDE

1

EMERGENCY CONTROL HANDLE SAFETY PIN

FLIGHT

For Training Purposes Only

OUTWARD OPENING

EMERGENCY CONTROL HANDLE

2 INWARD OPENING

PARK

Figure 33 FRA US / T

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Passenger / Crew Door Operation Page: 61

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

DOOR SUSPENSION Description and operation When the door is in the up position it moves outwards parallel to the fuselage. The door is supported by a support arm and maintained parallel to the fuselage by a guide arms. The door is attached to the support arm by means of upper and lower connecting links. The lower connecting link is the lifting lever. A door stay mechanism, installed in the support arm, locks the door in the fully open position.

DOOR STOP

For Training Purposes Only

Description 14 adjustable door stop fittings and their corresponding fittings on the fuselage frame, transfer the loads resulting from cabin pressure to the aircraft structure.

FRA US / T

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Page: 62

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

GUIDE ARMS

ADJUSTABLE STOP ( DOOR )

DOOR STOP FITTING ( DOOR FRAME )

UPPER CONNECTION LINK

DOOR STOP ADJUSTABLE STOP FUSELAGE DOOR

DOOR

SUPPORT ARM FRAME STOP FITTING

For Training Purposes Only

LOWER CONNECTION LINK ( LIFTING LEVER )

DOOR SEAL

Figure 34 FRA US / T

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Door Suspension Page: 63

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

DAMPER / ACTUATOR AND EMERGENCY OPERATION CYLINDER Description and Operation The damper and ermegency cylinder, installed on the support, damps door movement during opening / closing especially under abnormal conditions ( heavy wind ). Damping is effected by hydraulic fluid by one chamber to a another chamber within the actuator through a restrictor. The damper and emergency operation cylinder is also an emergency actuator and assists the opening of the door in an emergency condition. This is effected by a gas cylinder. The gas which operates the actuator ( cylinder ) is released when the door moves upward, cause the pivoting stop lever to actuate the gas release lever ( percussion mechanism ), if the slide release system is armed ( FLIGHT ). The nitrogen bottle ( cylinder ) is filled with 120 bar ( 1.750 psig ). On a gage can this pressure be checked. In case of emergency the door will be opened in 2 to 3 sec. NOTE : After an emergency operation it is madatory to change the diaphragm, recharge the nitrogen and replace the shear pin. Please observe all debris of the diaphragm must be removed.

For Training Purposes Only

The damping function is automatic at the end of the door travel ( door open ). It is possible to close the door again after a complete emergency opening. Due to maintenance reason a safety pin has to be inserted for an uncontrolled system activation. WARNING : For safety reason during maintenance there has to be : D Safety pin inserted to avoid an uncontrolled activation of the percussion system. D Release lever moved to maintenance position. Nitrogen pressure from damper / actuator system and of escape slide inflation reservoir can be checked at the CIDS ( cabin intercommunication system ).

FRA US / T

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Page: 64

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

DAMPER / ACTUATOR READING GAGE AND LOW PRESS SW NYTROGENC CYLINDER FILLING VALVE OPERATING STRIKER LEVER DAMPER / ACTUATOR AND EMERGENCY OPERATION CYLINDER SAFETY PIN

PERCUSSION MECHANISM DAMPER AND ACTUATOR

For Training Purposes Only

SHEAR PIN SAFETY PIN

DIAPHRAGM

Figure 35 FRA US / T

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Damper / Actuator and Emergency Cylinder Page: 65

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

EMERGENCY ESCAPE SLIDE RELEASE MECHANISM Description and Funktion The emergency escape slide is installed on the bottom of the door. The slide is fastened to a girt bar. This girt bar can be locked by means of levers and fittings. D Either to the fuselage ( ground floor ) in the emergency ( FLIGHT or armed ) mode or D to the door in the normal ( PARK or disarmed ) mode. When the outer control handle is operated, the release mechanism of the emergency escape slide returns to DISARMED position. A locking unit, connected to the locking shaft, locks the emergency escape slide release mechanism in the disarmed position when the door is not fully closed and locked. A visual indicator, installed at the forward end of the girt bar, used to see, if the girt bar is attached to the cabin floor. The indicator can be checked on olderly version through a escape cover window, newerly version have a floor mark.

For Training Purposes Only

The emergency control handle in ” FLIGHT ” position a proximity switch is activated for the ECAM DOOR page, where SLIDE in white appears.

FRA US / T

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Page: 66

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

52 - 71

DOOR WARNING

GENERAL Description The door warning system informs the crew, that : - doors are open or closed, - a person is trying to open a door or emergency exit when the emergency escape slide is armed, - overpressure may exist in the cabin, with the engines shut down and the emergency escape slide disarmed, when a person tries to open a door.

For Training Purposes Only

All door open / closed / locked position concerning Passenger / Crew doors, Emergency Exit Hatches, Cargo Doors, Avionic Compartment Doors and Escape Slides will be supplyed by proximity switches to the ECAM - System for indication and warnings.

FRA US

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Page: 68

Lufthansa Technical Training

DOORS PASSENGER / CREW

A 319 / 320 / 321 52 - 10

FWD

GIRT BAR VISUAL POS. INDICATOR

EMERGENCY CONTROL HANDLE

For Training Purposes Only

DISARMING MECHANISM

GIRT BAR VISUAL POS. INDICATOR GIRT BAR

Figure 36 FRA US / T

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Emergency Slide Release Mechanism Page: 67

A 319 / 320 / 321 52 - 71

A 320

FUNCTION FOR A319 & A321 SAME

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

Figure 37 FRA US

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A 320 Door Warning - Schematic Page: 69

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

ECAM DOOR PAGE

INDICATIO AND OPERATION

Function D Door signals of the Cargo Compartment Doors been transfered from the LGCIU 1 to the FWC‘ s using ARINC 429. D Passenger / Crew Doors appearing closed on ECAM ( symbol coloured green ) when locking hook is in locked position and locking shaft stayes in overcentered position. D Cargo Compartment Doors appearing closed on ECAM when locking hooks and operating handles are in closed and locked position. D Avionic Compartment Doors appearing closed on ECAM depending only of there locking hook position. D Escape Slides conditions ( ARMED / DISARMED ) of Passenger / Crew Doors and Emergency Exits appearing on ECAM by proximity switches with integrated electronic. D Emergency Exit Hatches appearing closed on ECAM when there control handle flap is in stowed position.

Description Door symbol indication displayed on the lower ECAM Display Unit ( DU ). - Indications without Warnings : D Automaticly during flight phase 1 and 10 DOOR page uppears D Closed doors ( locked ) displayed in green. D Open doors ( not locked ) symbol and door name uppears in amber. D If the escape slide is in ” FLIGHT ” position a white SLIDE sign been shown. There is no information on the upper DU E / WD ( engine and warning display ). During all other flight phases DOOR page can be requested by pressing the DOOR push button. -

Indication with Warnings D In case of an door / slide fault during flight phase 2, 3, 6 and 9 - automaticly DOOR page been called, door symbol and door / slide name shown in amber. - On the upper DU ( E / WD ) a warning message appears in amber and - an SC ( single chime ) aural signal sounds and - MASTER CAUTION lights comes on.

For Training Purposes Only

D during flight phases 4, 5, 7 and 8, warnings will be suppressed and activated when the aircraft passes into a flight phase where warnings permitted, see above.

FRA US

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Page: 70

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

DOOR/OXY

OXY1850 PSI

DOOR/OXY

A 320

AVIONIC

OXY1850 PSI

A 321

AVIONIC CABIN

CABIN

SLIDE

CABIN

SLIDE

EMER EXIT

SLIDE

CABIN

AVIONIC CARGO SLIDE

EMER EXIT

SLIDE

BULK SLIDE

DOOR/OXY

OXY1850 PSI

A 319

AVIONIC

For Training Purposes Only

CARGO

SLIDE

EMER EXIT

5

FLIGHT PHASE INHIBITION 1

2

3

4

6

7 8

9

10

CABIN

Figure 38 FRA US

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ECAM DOOR PAGE Page: 71

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

PROXIMITY SWITCHES Proximity switches with integrated electrocnic installed on following doors : Passenger / Crew Doors Emergency Exits Avionic Compartment Doors Bulk Cargo Compartment Door D OPTIONAL : the door of entrance stairs This door signals going directly to the SDAC‘s Proximity switches without integrated electronics, because of the environmental conditions ( pollution, no pressurization ), installed on : FWD Cargo Compartment Door and Aft Cargo Compartment Door This door signals are transfered via LGCIU 1 to the SDAC‘s.

For Training Purposes Only

Discret signals from Passenger / Crew Doors, Emergency Exits, Avionic Compartment Doors and Bulk Cargo Compartment Doors are sent to the SDAC‘s.

FRA US

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Page: 72

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

For Training Purposes Only

SWITCHING DIAGRAM

FINAL ADJUSTMENT

Figure 39 FRA US

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Passenger / Crew Door - Switches Page: 73

A 319 / 320 / 321 52 - 71

PROXIMITY SWITCH LOCATIONS

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

FRA US

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Page: 74

A 319 / 320 / 321 52 - 71

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

Figure 40 FRA US

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Passenger / Crew Door Switches Page: 75

A 319 / 320 / 321 52 - 71

PROXIMITY SWITCH LOCATIONS

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

FRA US

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Page: 76

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

SECTION

For Training Purposes Only

C-C

Figure 41 FRA US

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Avionic Compartment Door Switches Page: 77

A 319 / 320 / 321 52 - 71

SLIDE ARMED LIGHT

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

FRA US

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Page: 78

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

WINDOW

For Training Purposes Only

WHITE LIGHT

INSIDE CONTROL HANDLE

Figure 42 FRA US

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Slide ARMED Indicator Light Logic Page: 79

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

CABIN OVERPRESSURE WARNING Description A red Cabin Overpressure Warning Light in the windows of the Passenger / Crew Doors indicates an Cabin Overpressure when engine been cutoff and the emergency control handle stays in PARK ( DISARMED ) position. Tree conditions must be fullfilled to warn the door operator for cabin overpressure, so that the red light is flushing : - Escape slide in PARK - Both engine been cutoff ( low engine oil pressure ) - Overpressure switch 14WM detects an cabin overpressure of 2.5 hPa ( 2.5 mb or 0.037 psid ) for more than 5 sec.

For Training Purposes Only

In case of emergency ( escape slide in armed ) and the door will be opened, is the warning suppressed, on ECAM that certain door symbol change to amber.

FRA US

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Page: 80

Lufthansa Technical Training

DOORS DOOR WARNING

A 319 / 320 / 321 52 - 71

WINDOW

WHITE LIGHT

INSIDE CONTROL HANDLE

For Training Purposes Only

RED LIGHT CABIN PRESS

Figure 43 FRA US

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Cabin Overpressure Warning Page: 81

A 319 / 320 / 321 52 - 71

EMERGENCY DOOR WARNING SWITCH A321

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

FRA US

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Page: 82

A 319 / 320 / 321 52 - 71

A 321

For Training Purposes Only

Lufthansa Technical Training

DOORS DOOR WARNING

Figure 44 FRA US

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A 321 Emergency Door Warning Switches Page: 83

Lufthansa Technical Training

DOORS EMERGENCY EXITS

52 - 20

52 - 20

EMERGENCY EXITS

EMERGENCY EXIT HATCHES

LOCKING MECHANISM OF EXIT HATCHES

Description In case of emergency to evacuate the passengers and crews, the cabin attendants can unlock the two FWD and AFT Passenger / Crew Doors manually. The Passenger / Crew Doors open pneumatically.This operation releases and inflates the related escape slide on each door automatically. Additional there are :

Description The essential parts of the locking mechanism are : - the locking shaft unit and - the hatch control handle.

-

A 319 A 320 A 321

2 overwing emergency exit hatches, one on each side. 4 overwing emergency exit hatches, two on each side. 4 additional Passenger Crew Doors

In the cockpit there are two sliding windows as the emergency exits for the pilots. Passengers / Crew can open the overwing emergency exit hatches manually. This operation releases and inflates the related off - wing escape slides in the wing to fuselage fairing. The emergency exit hatches are also of plug type construction. All exits have the same construction and function beside of LH / RH istallation. They can be opened from in- and outside. In a fuselage compartment close to the wing trailing edge, two double row escape slides are installed to give a way for passenger standing on the wing. The escape slide will be activated on that fuselage side where the first exit hatch been opened. For Training Purposes Only

A 319 / 320 / 321

These parts are installed in the upper part of the exit hatch The locking shaft unit includes the locking shaft with two locking hooks. These hooks locks the exit hatch on to roller fittings within the exit hatch frame. A rod connects the control handle with the locking shaft unit. Two safety springs keeps the control handle in up position ( locked ). After opening of the hatch a hook keeps the handle in lower position. The hatch control handle exists of pull lever and flush panel. If the pull lever moves downwards, the flush panel remains. If the flush panel is operated, the pull lever moves donwards and the locking shaft turns Indication and control of the release mechanism ARMED and DISARMED position of every latch pin are monitored by an proximity switch and displayed on ECAM. If the latch pin is retracted, the proximity switch sends a signal to the ECAM. To prevent accidental operation of the hatch locking mechanism, the release warning system gives two different warning signals. One signal is sent to the ECAM system and the other gives a visual warning in the cabin.

The exists a mechanical connected between the emergency exit hatches and the release mechanism of the escape slides. The system is normaly in armed position. For maintenance reason, to avoid an uncontrolled activation of the escape slide a LATCH PIN within the hatch frame must be placed to DISARMED mode ( MAINTENANCE mode ). Additional on the escape slide inflation bottle in the cargo compartment one for every side has to be a LOCK PIN inserted. Proximity swiches observe the emergency exit hatches position and on ECAM the position can be checked. FRA US /

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Page: 84

A 319 / 320 / 321 52 - 20

A 320

For Training Purposes Only

Lufthansa Technical Training

DOORS EMERGENCY EXITS

INFO : A 319 / 321 SIMILAR Figure 45 FRA US /

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A 320 Emergency Exits Page: 85

Lufthansa Technical Training For Training Purposes Only

DOORS EMERGENCY EXITS

A 319 / 320 / 321 52 - 20

EMERGENCY HATCH OPERATION Removal of Emergency Exit Hatch from the Inside To get access to the hatch control handle, pull down the cover flap from the recess. When the cover flap is opened, a proximity switch is operated and gives two different warning signals. One signal is sent to the ECAM system and the other gives a visual warning in the cabin. The ECAM system makes the MASTER CAUTION LIGHT on panels 130VU and 131VU of the cockpit come on. At the same time it gives a single chime warning for the flight crew. The visual warning in the cabin tells the attendants that one of the emergency exit hatches is not correctly closed. For the maintenance procedure only, open the cover flap to get access to the head of the latch pin. To release the latch pin, turn it a quarter turn counterclockwise. The spring of the slide release mechanism extends and causes the latch pin to retract to the DISARMED position. This causes a spring - loaded pin to operate the proximity switch which sends a signal to the ECAM system. Pull the lever of the hatch control handle down and hold the emergency exit in position. This causes the spring-loaded linkage to fall down and engage the special bolt of the pull lever and blocks it. The operation of the hatch control handle disengages the locking hooks from the upper roller fittings. Because of the shape of the emergency exit hatch, it will fall into the cabin if you do not hold it. Carefully let the top of the hatch fall to the inner side so that it comes clear of the structure. When the emergency exit hatch moves inboard, the latch pin of the escape slide mechanism moves the release lever. This lever operates the slide release mechanism which inflates the emergency escape slide. At the same time, a spring-loaded pin operates the proximity switch which sends a signal to the ECAM system. If the escape slide mechanism is in the maintenance mode, the retracted latch pin can not operate the release lever. Take the lower handle of the lining with your free hand and pull the emergency exit hatch from the recess. The hook brackets disengage from their pivot fittings. Lift the emergency exit hatch and pull it away from the opening. For the maintenance procedure only, install a rigging pin in the provision of the hatch frame. This prevents an accidental operation of the escape slide. Removal of the Emergency Exit Hatch from the Outside Push the flush panel of the hatch control handle to the inside of the handle frame. This operation moves the pull lever down and releases the locking hooks. The pull lever moves the main cover flap to the open position. FRA US /

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A special switch design prevents that the warnings in the cabin and cockpit come on when the emergency exit hatch is opened. Because of the shape of the emergency exit hatch, it falls into the cabin when the flush panel is pushed. The release lever operates the slide release mechanism which inflates the emergency escape slide. Push the emergency exit hatch away from the opening into the cabin. Installation of the Emergency Exit Hatch Make sure that the latch pin of the slide release mechanism is in the DISARMED position. If installed, remove the rigging pin from the hatch frame. Take the emergency exit hatch and set it with the hook brackets on their pivot fitting. Push the bottom of the hatch into the opening so that the hook brackets engage in the pivot fitting. Make sure that the lip of the hatch seal is not caught in the pivot fitting. Push the top of the hatch into the opening so that the stop profiles touch the hatch frame. Hold the emergency exit hatch in this position until it is orrectly locked. Lift the spring-loaded linkage to release the blockage of the pull lever. Then push the pull lever up until it is above the overcenter position. This operation turns the locking shaft unit and the locking hooks engage in the upper roller fittings. Make sure that the emergency exit hatch is in the correct position and correctly locked. To extend the latch pin of the slide release mechanism in the ARMED position, push it against the spring. To lock this spring-loaded pin, turn its head a quarter turn clockwise. Then the slide release mechanism is in the NORMAL mode. INFO : Only if the latch pin is in DISARMED position, the exit hatch can be opened safely without releasing and inflate the escape slide. Make certain before opening of the emegency hatch, that the lockpin of the inflation reservoir is installed. In every emergency exit fuselage frame a red manual inflation handle can be used to release and inflate the escape slide, when the auto activation has refused. Access to the red handle is possible when the exit hatch is removed.

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A 320

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DOORS EMERGENCY EXITS

INFO : A 319 SIMILAR Figure 46 FRA US /

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DOORS EMERGENCY EXITS

A 319 / 320 / 321 52 - 20

ESCAPE SLIDE RELEASE MECHANISM Each emergency exit hatch has a slide release mechanism with two operation modes. These are the NORMAL mode and the MAINTENANCE mode. Description During the NORMAL mode, the latch pin of the slide release mechanism is in the ARMED position ( the latch pin is extended ). When the emergency exit hatch is removed, the slide release mechanism operates the emergency escape slide automatically. During the MAINTENANCE mode, the latch pin is in the DISARMED position ( the latch pin is retracted ). This prevents an operation of the emergency escape slide when the emergency exit hatch is removed during the maintenance procedure. The slide release mechanism includes : - Guiding fitting - Spring and - Latch pin The guiding fitting installed in right hand or left hand upper corner of the hatch structure. The guiding fitting includes a latch pin. A spring pin ( not shown ) lockes the spring loaded latch pin in armed position, if the latch pin is pushed to the fuselage structure and turned by 90 degree clockwise.

For Training Purposes Only

In this armed position the latch pin operates, when the exit hatch is opened, the release lever, who mechanically releases the escape slide. 90 degree counter clockwise frees the latch pin, so, that he moves because of spring force to the disarmed position.

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A 319 / 320 / 321 52 - 20

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DOORS EMERGENCY EXITS

Figure 47 FRA US /

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Escape Slide Release Mechanism Page: 89

A 319 / 320 / 321 52 - 20

ESCAPE SLIDE RELEASE MECHANISM

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DOORS EMERGENCY EXITS

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DOORS EMERGENCY EXITS

Figure 48 FRA US /

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Escape Slide Release Mechanism Page: 91

A 319 / 320 52 - 70

52 - 70

WARNINGS

EMERGENCY EXIT HATCHES ECAM Indication

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DOORS EMERGENCY EXIT HATCH WARNINGS

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SLIDE -----EMERGENCY EXIT

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EMER- -----SLIDE GENCY EXIT

Figure 49 FRA US /

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A 319 / 320 52 - 70

EMERGENCY EXIT HATCH SLIDE ARMED LIGHT

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DOORS EMERGENCY EXIT HATCH WARNINGS

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A 319 / 320 52 - 70

WHITE ” SLIDE ARMED ” INDICATOR LIGHT

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DOORS EMERGENCY EXIT HATCH WARNINGS

Figure 50 FRA US /

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SLIDE ARMED Indicator Light Page: 95

A 319 / 320 52 - 70

PROXIMITY SWITCH LOCATIONS

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DOORS EMERGENCY EXIT HATCH WARNINGS

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A

A

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DOORS EMERGENCY EXIT HATCH WARNINGS

Figure 51 FRA US /

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Lufthansa Technical Training

DOORS CARGO DOOR MECHANISM

52 - 30

52 - 30

CARGO COMPARTMENT DOORS

GENERAL A 320 / 321 Description There are three cargo compartment doors on the right side of the lower fuselage. They are referred to as FWD, AFT and BULK cargo - compartment doorsand give access to the related cargo compartment. The FWD and AFT cargo-compartment doors are equivalent but they are not interchangeable because of different electrical designations. They have a manual locking mechanism and open hydraulically away from the aircraft. It is only possible to open or close the FWD and AFT cargo - compartment doors from the outer side. The BULK cargo - compartment door also has a manual locking mechanism. It opens manually into the BULK cargo compartment and up. It is possible to open or close it from both inner and outer sides. A 319 Description There are two cargo compartment doors on the right side of the lower fuselage. They are referred to as FWD and AFT cargo-compartment doors and give access to the related cargo compartment. The FWD and AFT cargo - compartment doors are equivalent but they are not interchangeable because of different structural design. They have a manual locking mechanism and open hydraulically away from the aircraft. It is only possible to open or close the FWD and AFT cargo - compartment doors from the outer side.

For Training Purposes Only

A 319 / 320 / 321

FWD Cargo-Compartment Door ( Zone 825 ) The FWD cargo - compartment door is installed on the right side of the lower fuselage between FR24A and FR28. For more details refer to the subsequent chapters : - FWD Cargo-Comparment Door ( Ref.52-31-00 ) - Electrical Door Control System ( Ref. 52-35-00 ) - Door Hydraulic System ( Ref.52-36-00 ) The FWD cargo-compartment door is made of sheet metal and machined parts. It is torsion - resistant and safe to operate at wind speeds up to 60 knots. A manually operated locking mechanism is installed internally to keep the FWD

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cargo-compartment door in the closed position. The electrical door control system starts the electric pump of the Yellow hydraulic system which pressurizes the door hydraulic system. The door hydraulic system operates the duplex door actuators to open or close the FWD cargo - compartment door. If there is an electrical failure, it is possible to operate the FWD cargo-compartment door with the handpump. The pressurization of the door hydraulic system does not occur when the locking mechanism is in the locked condition. If the FWD cargo-compartment door is not correctly closed, an electrical circuit sends a signal to the door warning system. This signal comes to the Electronic Centralized Aircraft Monitoring ( ECAM ) system and the MASTER CAUTION lights in the cockpit come on. AFT Cargo-Compartment Door ( Zone 826 ) The AFT cargo-compartment door is installed on the right side of the lower fuselage between FR52A and FR56. For more details refer to the subsequent chapters : - AFT Cargo-Comparment Door ( Ref.52-32-00 ) - Electrical Door Control System ( Ref. 52-35-00 ) - Door Hydraulic System ( Ref.52-36-00 ) The AFT cargo - compartment door is almost the same as the FWD cargo compartmen door. It has one fairing more attached to the outer skin. BULK Cargo-Compartment Door ( Zone 827 ) The BULK cargo-compartment door is installed on the right side of the lower fuselage between FR60 and FR62. For more details refer to the subsequent chapters : - BULK Cargo - Comparment Door ( Ref.52-32-00 ) The BULK cargo-compartment door is a plug-type door which is made of aluminum alloy components. The operation of the control handle releases the locking mechanism of the BULK cargo-compartment door. To open or close the BULK cargo - compartment door, move it up or down manually. An electrical circuit sends a signal to the door warning system when the BULK cargo door is not correctly closed. This signal comes to the ECAM system and the MASTER CAUTION lights in the cockpit come on. Page: 98

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DOORS CARGO DOOR MECHANISM

A 319 / 320 / 321 52 - 30

For Training Purposes Only

FWD CARGO - COMPARTMENT DOOR

AFT CARGO - COMPARTMENT DOOR BULK CARGO - COMPARTMENT DOOR ( A 320 / 321 ONLY )

Figure 52 FRA US / T

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DOORS CARGO DOOR MECHANISM

A 319 / 320 / 321 52 - 30

52 - 31

FWD CARGO DOOR

FWD CARGO COMPARTMENT DOOR DESCRIPTION AND OPERATION AFT cargo door is similar. The FWD cargo-compartment door ( zone 825 ) opens hydraulically to the outer side and give access to the FWD cargo compartment. It is possible to operate the cargo door at wind speeds up to 60 knots. The cargo door has a manually operated locking and safety mechanism which keeps it in the closed position and locks it. The door - to - fuselage connection is of piano hinges which transmits the load of the cargo door to the fuselage. The locking hooks of the manually operated locking mechanism keep each cargo door in the closed position. The cams of the safety mechanism engage with the locking hooks when the cargo doors are correctly locked. When the cargo doors are locked, the door seal makes the related cargo compartment pressure-tight. To balance the difference in pressure on the ground and in the cargo compartments, there is a vent door in each cargo door. This spring-loaded vent door opens inboard and remains in this position until the cargo door is correctly locked. To show this condition there are indication windows in the access panel of each cargo door. The green mark on each safety cam shows that the safety mechanism locks each locking unit in its latched position. The red marks show that the locking units are not locked and satisfactory. The interlock mechanism blocks the locking mechanism in the unlocked position when the cargo door is not closed. Then the locking handle is not movable and the locking hooks stay in the lifted position. The door actuators use hydraulic pressure from the door hydraulic system to open and close the cargo doors. They have an internal locking mechanism to keep the cargo doors safely in the fully open position. The proximity switches of the door warning system ( circuit WV ) monitor the closed and locked condition of the cargo door. They send a signal to the Electronic Centralized Aircraft Monitoring ( ECAM ) system when a cargo door is not locked. Then the master caution lights in the cockpit come on and the data is shown on the DOOR page of the ECAM display. The external indications which show that a cargo door is not correctly locked and latched are : FRA US / T

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the vent door stays in open position, the locking handle stays away from the outer contour of the cargo door, the red mark of each safety cam is in view through the indication windows.

DOOR STRUCTURE The primary structure has vertical and horizontal edge members, fairings, longitudinal beams, frames, and an inner and outer skin. These formed and milled components are made from aluminum alloy and riveted together with a sealant compound to make a corrosion - resistant cargo door. The sealant compound between the skin and the edge members makes sure that the primary structure is pressure - tight. To prevent corrosion, all components have a surface protection of chromic acid anodizing plus epoxy primer and a polyurethane top coat. The lower, milled ends of each door frame have provisions for the installation of the locking and safety mechanism. An access panel covers the lower part of the cargo door. The outer skin has cutouts for the vent door and for the installation of the three hoisting lugs. The actuator attachment fitting is attached with screws to the inboard side of the frames FR25A and FR26A. For the attachment of the door seal, the related retainers are riveted at the edge members around the cargo doors. On the inner skin there are provisions to attach the fire protection lining with quick-release fasteners. In the corners of the door beams and door frames, there are gaps to drain condensed water. Two drain valves are installed on the lowest beam of the pressure-tight structure and drain this water over board. Some drain holesare added in the critical areas of the internal structure which is painted with a water repellent agent.

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DOORS CARGO DOOR MECHANISM

Figure 53 FRA US / T

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A 319 / 320 / 321 52 - 30

DOOR SUSPENSION The connection of the cargo door to the fuselage includes the two halves of the piano hinges and two hinge pins. The outer parts of the multi-section piano hinges are made of titanium alloy and the mid parts are made of aluminum alloy. One halve of the piano hinges is attached to the upper edge member of the cargo door with screws. The related, opposite piano hinge halves are riveted on the upper door frame fitting of the fuselage. The hinge pins connect the door and the fuselage hinges. The fairings at both ends of the piano hinges hold and safety the hinge pins in their positions.

door is in the closed position, the door seal comes into contact with the fuselage profile. Due to the higher internal pressure of the cargo compartment during the flight, the door seal is inflated via the inflation holes so that the cargo compartment is sealed air - tight.

LINING AND INSULATION To protect the cargo door against fire, a door lining is installed on the inner skin with quick-release fasteners and VELCRO tapes. This lining is inthree sections and made of prepreg layers. To protect the cargo door against heat and sound, an insulation mat is attached with VELCRO tapes to each door lining. The mats are made of glass wool and cover material.

For Training Purposes Only

PROXIMITY SWITCHES All proximity switches in the cargo door with a separate electronic system have a target and a sensor. The proximity switch 28WV monitors the position of the locking handle. The sensor is attached at FR27 and the target is installed in the end of the locking handle. The proximity switch 30WV monitors the position of the cargo door. The sensor is installed in the door sill area near FR25 and the target is attached on the target lever ( part of the switch mechanism ). These two proximity switches sends information to the ECAM system when the cargo door is closed or opened ( Ref. 52-71-00 ). The proximity switch 5MJ is included in the door control system ( Ref. 52-35-00 ). The sensor is installed on the beam 4 of the door structure and the target is installed on the control lever. This switch prevents the hydraulic operation of the cargo door if both the parts are not in line.

DOOR SEAL The door seal made of silicone rubber with fabric is a round hose - type seal with inflation holes. The door seal is installed in the retainers so that the inflation holes show to the inner side of the cargo compartment. When the cargo FRA US / T

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LOCKING MECHANISM CARGO DOOR MECHANISM

LOCKING MECHANISM WITH INTERLOCK MECHANISM

The cargo door mechanism includes the subsequent components : - the locking handle with flap mechanism - the locking handle with interlock mechanism - the safety mechenism with vent door and related mechanism - the drift pin mechanism

The locking mechanism which is installed in the lower part of the cargo door includes the subsequent components : - the locking shaft which has six shaft levers, the control lever, the interlock cam and the deflection unit with the related link rod, - the six locking units which have a locking hook, a bellcrank, a bellcrank lever and a spring unit, - the interlock mechanism which includes the interlock lever with the stop bolt, the connection rod and the spring unit. The link rod connects the deflection unit with the handle bearing to transmit the movement of the locking handle to the locking shaft. The shaft levers operate then the locking units which move their locking hooks into the locked or released position. The compressed spring unit of each locking unit makes sure that the locked hooks stay in the overcenter position. The interlock mechanism prevents the operation of the locking handle when the cargo door is still opened. The spring unit moves the interlock lever to the blocked position so that its stop bolt touches the interlock cam.

LOCKING HANDLE WITH FLAP MCHANISM

For Training Purposes Only

A 319 / 320 / 321

The locking handle is installed between FR28 and FR27. To lock the cargo door correctly, the locking handle must be : - in the horizontal position ( LOCKED position ), - in the recess of the handle flap. Parts of the locking handle are the lever mechanism, the handle bearing and the handle spring. The lever mechanism operates the safety mechanism when the locking handle is pulled from the recess. The special cam ( part of the lever mechanism ) prevents the inboard movement of the locking handle when it is not in the horizontal position. The limit lever of the lever mechanism stops the travel of the locking lever. The handle bearing operates the locking mechanism when the locking handle is turned to the UNLOCKED position. The handle spring keeps the lever mechanism in the overcenter position when the locking handle is in the recess. In this position, the target on the end of the locking handle operates the proximity sensor 28WV. The flap mechanism includes the spring-loaded handle flap and the linkage with the related hook. The inboard movement of the handle flap operates the linkage to disengage the hook from the locking handle. The hook safeties the locking handle when it is pushed in the recess of the handle flap.

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Safety Mechanism with Vent Door Mechanism The safety mechanism is installed parallel to and below the locking mechanism in the lower part of the cargo door. The primary task of this mechanism is to tell the operator that the locking mechanism is correctly latched. The safety mechanism includes the subsequent components : - the safety shaft which has a link rod, six safety cams with a red and green mark, two drift pin levers and a vent door lever, - the vent door mechanism which opens and closes the vent door. The link rod connects the lever mechanism with the link lever to transmit the move ment of the locking handle to the safety shaft. The safety cams then engage with, or disengage from, the recess of the locking hooks. The engaged safety cams prevent the operation of the locking hooks. Then, the operator can see the green mark on each safety cam through the indication windows of the access panel. When the operator can see a red mark in the indication windows, then the safety cams are disengaged from the locking hook. A connection rod transmits the movement of the safety shaft to the drive shaft of the gear box. The output shaft of the gear box operates the drawbar which opens or closes the vent door. Page: 104

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A

Figure 54 FRA US / T

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DOORS CARGO DOOR MECHANISM

Figure 55 FRA US / T

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DOORS CARGO DOOR MECHANISM

52 - 30 DRIFT PIN MECHANISM The drift pin mechanism is installed in the middle of the cargo door. It decreases the contour off-set between the fuselage and the door. The drift pin mechanism includes the teleflex controls and the drift pins with the related bellcranks and the connection links. The teleflex controls transmit the movement of the safety shaft to the bellcranks. They operate the connection links which retract or extent the drift pins. When the cargo door is correctly locked, the extended drift pins engage with the pockets of the fuselage frame.

SWITCH MECHANISM The switch mechanism is installed in the lower part of the cargo doors at FR25. This mechanism includes the target lever with the related target and the link assy. The target lever is attached on the support fitting which is riveted on the frame structure. The upper fork end of the link assy is installed on the lever of the drive shaft and its lower fork end on the target lever. The link assy transmits the movement of the drive shaft to the target lever. The target moves to or away from the proximity sensor 30WV which is installed below the door sill of the fuselage.

FUNCTION OF LOCKING MECHANISM

For Training Purposes Only

A 319 / 320 / 321

at the same time so that the target lever moves away from the door sill. The related target does not operate the proximity switch 30WV (Ref. 52-71-00). To disengage the locking hooks from their fuselage fittings, turn the locking handle down into its UNLOCKED position. During this movement, the subsequent occurs : - the link rod operates the deflection unit which turns the locking shaft in the release direction. The locking shaft transmits this movement to the shaft levers, the control lever and the interlock cam, - the shaft levers operate the spring units to release the overcenter position of the locking units . Then the bellcranks move the bellcrank levers and the locking hooks disengage from the eccentric bolts of the fuselage fittings, - the control lever moves the target to the proximity sensor 5MJ which sends a signal to the door control circuit (Ref. 52-35-00), - the interlock cam moves up so that the released interlock mechanism can be serviceable. When the cargo door opens, the roller lever of the interlock mechanism moves away from the interlock fitting of the door sill. The spring unit extends and moves the interlock lever so that its stop bolt touches the interlock cam. This causes the interlock mechanism to block the operation of the locking handle which is in the UNLOCKED position.

Release Mode To release the cargo door mechanism, pull the locking handle away from the cargo door. To get access to the locking handle, the operator pushes the handle flap automatically inboard. This operation releases the hook of the flap mechanism and the locking handle is movable. When the locking handle is pulled until the limit lever stops this movement, the subsequent occurs : - the lever mechanism operates the link rod which moves the link lever.The safety shaft turns so that the safety cams move away from the recess of the locking hooks. Then the red mark on each safety cam comes in view through the indication windows. - the drift pin levers move up and operate the teleflex controls. The ends of these controls extend and move the bellcranks which operate the connec tion links. The drift pins retract from the pockets of the fuselage frames, - the vent door lever operates the connection rod which turns the drive shaft of the gear box. The output shaft of the gear box turns also and moves the drawbar which opens the vent door. The drive shaft operates the link assy FRA US / T

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DOORS CARGO DOOR MECHANISM

Figure 56 FRA US / T

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LOCKING MODE When the cargo door closes, the roller lever of the interlock mechanismmoves against the interlock fitting of the door sill. The roller lever then operates the connection rod which moves the interlock lever against the spring unit. If the cargo door is fully closed, the subsequent occurs : - the stop bolt of the interlock lever does not block the cam of the locking shaft, - the locking handle is serviceable to lock the cargo door.

When the locking handle is in line with the cargo door contour, the target operates the proximity switch 28WV. This causes the visual warning in the cockpit to go off (Ref. 52-71-00). In this position, the hook of the flap mechanism safeties the locking handle against movement.

For Training Purposes Only

To engage the locking hooks on their fuselage fittings, turn the locking handle up to the LOCKED position. During this movement the subsequent occurs : - the link rod operates the deflection unit which turns the locking shaft in the locked position, - the shaft levers operate the spring units so that the bellcranks move the bell crank levers. The locking hooks engage the eccentric bolt of the fuselage fitting. The spring units come in the overcenter position and secure the lock ing hooks in their positions, - the control lever turns the related target away from the proximity sensor 5MJ to stop the hydraulic operation (Ref. 52-35-00), - the interlock cam comes to its unblocked position. When the locking handle is in the LOCKED position, push it inboards so that it comes in line with the cargo door contour. During this movement the subsequent occurs : - the lever mechanism operates the link rod which turns the link lever. The safety shaft turns and the safety cams move into the recess of the locking hooks. Then, the green mark on each safety cam comes in view trough the indication windows. The handle spring keeps the lever mechanism in the overcenter position, - the drift pin levers move down and operate the teleflex controls. The ends of these controls retract and move the bellcranks which operate the connec tion links. The drift pins extend into the pockets of the fuselage frame, - the vent door lever operates the connection rod which turns the drive shaft of the gear box. The output shaft turns and moves the draw bar which closes the vent door. The drive shaft operates the link assy at the same time so that the target lever moves to the door sill. The related target operates the proximity switch 30WV (Ref.52-71-00). FRA US / T

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DOORS CARGO COMPARTMENT DOOR ELECTRICAL CONTROL SYSTEM

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52 - 35

CARGO DOOR ELECTRIC CONTROL

ELECTRICAL CONTROL SYSTEM General The electrical control system of the FWD and AFT cargo-compartment doors ( referred to as cargo doors ) controls the sequence of the hydraulic operation. It is possible to open or close the FWD and the AFT cargo doors hydraulically at the same time. Each cargo door has a separate circuit.

SYSTEM DESCRIPTION Schematic of Electrical Door Control System NOTE : The component identifications in brackets are for the electrical control system components of the AFT cargo door.

For Training Purposes Only

A 319 / 320 / 321

Power Supply The service busbar 601PP supplies the electrical door control system with 28V DC through the circuit breaker 1MJ. The closed circuit breaker safeties the subsequent components with 5 A : - the indicator lights 9MJ and 8MJ, - the time relay 6MJ in 103VU, - the proximity switches of the door actuators 2502MJ, 2503MJ, 2505MJ and 2506MJ, - the proximity switches of the manual selector valves 2501MJ and 2504MJ.

The electrical control system of the cargo door controls the door hydraulic system as follows : - The series - connected limit switches 2507MJ and 2508MJ ( 2509MJ ) send a signal to the Landing Gear Control and Interface Unit 5GA2 ( LGCIU ). The proximity switch 5MJ ( 12MJ ) also sends a signal to tell the LGCIU if the cargo door is released. If the manual selector valve 2501MJ ( 2504MJ ) is operated, its internal proximity switch also sends a signal to the LGCIU. The logic of the LGCIU processes these signals and produces an output signal to operate the L / G position relay 12GB. When the air craft is on the ground, the L/G position relay transmits the LGCIU output signal to 6MJ. The time relay 6MJ then energizes the solenoid of the electro - manual selector valve 2500MJ. The time relay 6MJ also energizes the electric pump 3075GX of the yellow hydraulic system which pressurizes the door hydraulic system. When this door control circuit is interrupted, the electro manual selector valve 2500MJ and the electric pump 3075GX remain energized for 10 sec. more. When the door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) are locked internally, their internal proximity switches send a signal to the green indicator light 9MJ ( 8MJ ) which comes on.

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aej0

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MANUAL SELECTOR VALVE Electro - Manual Selector Valve 2500MJ If the internal solenoid of this valve is energized, this releases its internal pilot valve. Then, the internal main valve opens and the HP fluid can flow through.

For Training Purposes Only

Manual Selector Valve 2501MJ ( 2504MJ ) The internal proximity switch of the manual selector valve is part of the door control system. This proximity switch closes the electrical circuit when the selector of this valve is in the ” OPEN ” or ” CLOSE ” position. This operation usually starts the electric pump of the yelow hydraulic system.

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DOORS CARGO COMPARTMENT DOOR ELECTRICAL CONTROL SYSTEM

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CARGO DOOR OPERATION Open Mode When the door locking handle is in the UNLOCKED position this operates the proximity switch 5MJ ( 12MJ ) of the locking mechanism. The door control circuit MJ is closed when the selector on the control panel is in the OPEN position. Then : - the electro-manual selector valve 2500MJ opens, - the manual selector valve 2501MJ ( 2504MJ ) moves in the extension mode, - the electric pump 3075GX starts to pressurize the door hydraulic system. Then, the duplex door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) extend until the cargo door is fully opened. The green indicator light 9MJ ( 8MJ ) comes on when the door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) are in their locked positions. Close Mode When the manual YZ-latches and the overridable Y-latches (part of each door sill latach) are lifted, the limit switches 2507MJ and 2508MJ ( 2509MJ ) are operated. The door control circuit MJ is closed, when the selector on the control panel is in the CLOSED position. Then : - the electro - manual selector valve 2500MJ opens, - the manual selector valve 2501MJ (2504MJ) moves to the retraction mode, - the electric pump 3075GX starts to pressurize the door hydraulic system.

For Training Purposes Only

Thus, the green indicator light 9MJ (8MJ) goes off as soon as the duplex door actuators 2502MJ and 2503MJ (2505MJ and 2506MJ) retract. This retraction closes the cargo door. Door Actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) The internal proximity switches of the door actuators are connected in series. They give a signal to show the operator that the door actuators are fully extended and locked internally. Indicator Light 9MJ ( 8MJ ) The green indicator light gets a signal from the internal proximity switches of the door actuators. It comes on when the door actuators are fully extended and locked internally. The light goes off as soon as the internal locking mechanism of the door actuator is released.

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PROXIMITY SWITCH 5MJ ( 12MJ ) The proximity switch monitors the condition of the locking mechanism. It prevents the hydraulic operation if the cargo door is still locked. Limit Switches 250 7 MJ and 2508MJ ( 2509MJ ) These series - connected limit switches in the door sill area prevent the hydraulic operation of the cargo door, when : - the pedal of the door sill latch 2004VU is pushed down. This sets the related YZ-latch to the lower position and operates the limit switch 2507MJ. - The overridable Y-latch of the door sill latch 2004VU is moved down. The related drawbar then operates the limit switch 2508MJ ( 2509MJ ).

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DOORS CARGO COMPARTMENT DOOR ELECTRICAL CONTROL SYSTEM

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A PROXIMITY SENSOR

TARGET

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LOCKING SHAFT

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Figure 61 FRA US / T

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DOORS CARGO DOOR HYDRAULIC SYSTEM

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52 - 36

CARGO DOOR HYDRAULIC SYSTEM

GENERAL Description The hydraulic system of the cargo compartment doors ( referred to as door hydraulic system ) controls the operation of the FWD and AFT cargo compartment doors ( referred to as cargo door ). The system includes the duplex door actuators ( two for each cargo door ), two manual selector valves ( one for each cargo door ) and one electro - manual selector. The system gets its hydraulic supply from the Yellow hydraulic system.

SYSTEM DESCRIPTION

For Training Purposes Only

The door hydraulic system supplies the duplex door actuators with hydraulic power. The door actuators extend to open the cargo doors to the outer side. It is possible to open the FWD and AFT cargo door at the same time. The electric pump of the Yellow hydraulic system supplies the door hydraulic system with hydraulic power. If this hydraulic power is not available, it is possible to pressurize the door hydraulic system with the hand pump. The normal system pressure of the door hydraulic system is 3000 psi ( 206 bar ). The electrical control system of the cargo doors supplies the hydraulic components with electrical power. It prevents the operation of the door hydraulic system when the cargo doors are locked. The restrictors of the door actuators and the manual selector valves control the speed of the cargo doors.

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DOORS CARGO DOOR HYDRAULIC SYSTEM

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DOORS CARGO DOOR HYDRAULIC SYSTEM

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ELECTRO MANUAL SELECTOR VALVE NOTE : The identification numbers in brackets are for the components of the AFT cargo door. To operate the FWD ( AFT ) cargo door, a control panel is installed on the fuselage. To get access to the control panel, open the access panel 134AR ( 154AR ). On the control panel there is a selector to operate the manual selector valve 2501MJ ( 2504MJ ) and a green indicator light 9MJ ( 8MJ ). The indicator light comes on when the door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) are in their extended, locked positions. The selector is spring-loaded to the neutral position. When you release it in the ” Open ” or ” Closed ” position, it moves back to the neutral position. The manual selector valve 2501MJ ( 2504MJ ) is installed behind the control panel and controls the operation of the cargo door. This valve has an extension mode, a neutral mode, an interim mode and a retraction mode. The extension mode makes sure that the high-pressure ( HP ) fluid can flow through the valve to extend the door actuators. In the neutral mode, the HP fluid can not flow through the valve. For safety reasons, the interim mode pressurizes first the extension sides (port A) of the door actuators. This prevents a sudden movement of the cargo door to a lower position when it starts to close. When the pressure is sufficient, the valve can move in the retraction mode. The HP fluid can then flow through the valve to pressurize the door actuators on the retraction sides ( port B ).

ON A / C 105 - 106, 108 - 199, 201 - 299 The control lever must stay in the ”Hand Pump” position to pressurize the door hydraulic system with the hand pump 3009GM (manual mode). In this position, the shut-off valve prevents the hydraulic fluid flow through the electro manual selector valve 2500MJ directly in the return line. The electrical selector valve 2500MJ is installed on the Yellow ground service panel of the aft, right belly fairing. The valve housing includes : - a solenoid-operated control valve, - a hydraulically operated main valve, - a leakage restrictor. The electrical selector valve 2500MJ controls the normal and the manual mode of the door hydraulic system. When the solenoid is energized, it moves the control valve in position which lets the HP fluid operate the main valve. The pressure puts the main valve in position and the HP fluid can flow to pressurize the door hydraulic system ( normal and/or manual mode ).The leakage restrictor allows residual system pressure to drain into the return line.

Electro - Manual Selector Valve The electro-manual selector valve 2500MJ is installed on the Yellow ground service panel of the aft, right belly fairing. The valve housing includes : - a solenoid-operated control valve, - a hydraulically operated main valve, - a manually operated shut-off valve with a control lever. ON A / C 001 - 010, 012 - 099, 101 - 104, 107. The electro - manual selector valve 2500MJ controls the normal and the manual mode of the door hydraulic system. When the solenoid is energized, it moves the control valve in position which lets the HP fluid operate the main valve. The pressure puts the main valve in position and the HP fluid can flow to pressurize the door hydraulic system ( normal mode ). In this mode, the control lever stays in the ” E-Pump ” position. FRA US / T

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Figure 63 FRA US / T

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CARGO DOOR ACTUATORS Door Actuators Description and Operation The door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) are installed at FR26A ( FR54A ) and FR25A ( FR53A ) . They are attached between the actuator attachment fitting on the door structure and the actuator beam of the fuselage structure. Usually, the door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) extend in parallel and divide the total load of the cargo door. If one door actuator fails, the other is sufficient to operate the cargo door with the same performance.

For Training Purposes Only

Extension of the Door Actuator : - When HP fluid flows through the port A of the door actuator, the piston of the door actuator extends. When the piston is fully extended, the pawls on the piston end move around an internal lock. The pawls then press the locking piston against the spring of the locking cylinder. - When the hydraulic pressure to the port A is shut off, the spring pressure operates the locking piston. The locking piston moves a small distance against the pawls and presses them against the internal lock. Thus, the door actuator is mechanically locked in its extended position. While the door actuator is locked, the pawls operate the target of the proximity switch with a lever. The proximity switch sends a signal to the indicator light 9MJ ( 8MJ ) on the control panel. Retraction of the Door Actuator : - When the HP fluid flows through the port B of the door actuator, the piston of the door actuator retracts. - When the door actuator is in the extended locked position, the HP fluid operates the locking piston against the spring. The pawls come free from the internal lock and release the mechanical lock. - At the same time, the target of the proximity switch moves back. - The door actuator is no longer mechanically locked and the piston of the door actuator retracts.

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Figure 64 FRA US / T

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HAND PUMP The hand pump 3009GM is installed on the Yellow ground service panel of the right, aft belly fairing. The operation of the handpump pressurizes the door hydraulic system. A pressure relief valve, installed on the pressure outlet of the handpump, prevents too high pressure during the manual operation. The double check valve 3717GM, which includes a normal and a bypass check valve, is installed in the supply line of the door hydraulic system. The normal check valve opens the supply line when the system pressure increases to 5.5 bar. It prevents also a loss of hydraulic fluid during flight if a leakage in the supply line occurs.The bypass check valve makes sure that the supply line is depressurized after each hydraulic operation of the cargo door.The check valve 3188GM is installed in the return line of the door hydraulic system. It protects the door hydraulic system against a pressurization of the low - pressure system.

Manual Closing Procedure The manual closing procedure of the cargo door is an alternative procedure which is used, when : - there is a failure in the electrical system, - the electric pump fails. NOTE : To simulate an electrical system or an electric pump failure, open, safety and tag the circuit breaker 1MJ on panel 122VU. To operate the door hydraulic system manually two persons are necessary : - one must turn the selector on the control panel to the ” Close ” position and hold it during the whole procedure. To get access to the control panels, open the access panel 134AR ( 154AR ) beneath the fuselage. - the other must operate the hand pump 3009GM on the Yellow ground service panel. To get access to this panel, open the access panel 198CB in the right, aft belly fairing area.

For Training Purposes Only

CARGO DOOR OPERATION WITH HAND PUMP Manual Opening Procedure The manual opening procedure of the FWD ( AFT ) cargo door is an alternative procedure which is used, when : - there is a failure in the electrical system, - the electric pump fails. NOTE : To simulate an electrical system or an electric pump failure, open, safety and tag the circuit breaker 1MJ on panel 122VU. To release the cargo door, put the door locking handle in the ” unlocked ” position. The procedure is the same as for the normal opening procedure. To operate the door hydraulic system manually, two persons are necessary : - one must turn and hold the selector on the control panel to the ” Open ” position during the whole procedure. To get access to the control panel, open the access panel 134AR ( 154AR ) beneath the fuselage. - the other must operate the hand pump 3009GM on the Yellow ground service panel. To get access to this panel, open the access panel 198CB in the right, aft belly fairing area. The manual opening procedure is complete when : - the selector on the control panel is released, - the lever of the electro-manual selector valve 2500MJ is in the ” E - pump ” position, - the access panels 134AR (154AR) and 198CB are closed.

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Figure 65 FRA US / T

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DOORS BULK CARGO DOOR

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BULK CARGO DOOR

GENERAL

DOOR STRUCTURE

Description The bulk cargo - compartment door ( bulk door ) is installed on the lower right side of the fuselage between FR60 and FR62. The bulk door is a manually operated door and gives access to the bulk cargo - compartment. It opens to the inner side and a hook arrester safeties it in the fully open position. Its weight is 32.2 kg ( 71 lbs ). The bulk cargo door is of plug type design. The bulk door is attached with two hinge arms on the related hinge fittings to the fuselage. It has a balance mechanism to decrease the force necessary to open the bulk door to the inner side. This mechanism keeps the bulk door open so that it can not fall down when it is not fully opened. The door handle mechanism operates the locking shaft which locks or releases the bulk door. The locking shaft also operates the latch assy which safeties the bulk door in its fully open position. A proximity switch of the door warning system monitors the locked condition of the bulk door. This switch sends signal to the Electronic Centralized Aircraft Monitoring system ( ECAM ) which gives a warning in the cockpit.

A liquit drain device is installed in the lower beam between the seal and outer skin. On ground, the drain opens to let the liquid out. During flight, the drain device closes because of differential pressure.

DOOR SUSPENSION AND BALANCE MECHANISM The suspension of the Bulk door includes two hinge fittings and two hinge arms with their dampers. The hinge fittings are riveted to the vertical spars of the door structure. The hinge arms are attached to the hinge fittings and connected to the fuselage door frame. These connections are made with pivot pins which are safetied in position with a screw and a tab washer. The dampers decrease the shockloads of the hinge fittings which can occur during the pressurization of the fuselage.

DOOR SEAL The door seal, made of special rubber hose, is installed in the retainers, riveted on the door structure. When the Bulk door is closed, the door seal is pressed on a bulb section of the fuselage door frame. The cabin pressure inflates the door seal to make a pressure - tight interface.

For Training Purposes Only

BALANCING MECHANISM The balance mechanism includes the torsion bar, the pre - load unit and the connection rod. All components are installed in the upper section of the Bulk door. The connection rod is attached between the forward lever of the torsion bar and the fuselage structure. The connection rod causes a tension of the torsion bar during the movement of the Bulk door in the open position. The preload unit includes the flange bearing assy, the clamping sleeve and the clamping screw. A pivot pin connects the rear lever of the torsion bar with the clamping sleeve. The clamping screw sets the torsion bar in the preload condition.

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Figure 66 FRA US /

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DOORS BULK CARGO DOOR

52 - 33 LOCKING MECHANISM The locking mechanism is installed in the lower section of the Bulk door. Its primary components are the door handle mechanism, the locking shaft and the latch assy. The door handle mechanism has the lever assy, the internal and external door handles which are installed in the housing. The external door handle contains a lock mechanism which keeps the handle in the recess of its housing. The spring moves the external door handle from the recess if the mechanism is released. The internal actuator pin of the extended handle engages with the slot of the lever assy. Thus, the external door handle can operate the locking shaft only when it is out of the recess. The internal door handle is connected directly to the lever assy, but opposite to the external door handle. A spring unit is installed between the lever assy and the door structure. It makes sure that the lever assy is always in the overcenter position. The locking shaft includes the torque tubes, the shaft lever, the main lever and the barrel locks. The two barrel locks engage with the latch spigots to lock the Bulk door in the closed position. The latch spigots are on the door frame of the fuselage. The push-rod connects the lever assy with the main lever to transmit the movement of the door handles to the locking shaft. To safety the Bulk door in the open position, the hook of the latch assy engages with the hook arrester. The spring unit connects the hook with the shaft lever so that the movement of the locking shaft operates the hook. The two barrel locks engage with the latch spigots and hold the Bulk door in the closed position. The latch spigots are attached to the door frame of the fuselage. A spring strut is installed between the lever assy and the door structure. It makes sure that the lever assy is always in the overcenter position.

For Training Purposes Only

A 320 / 321

OPERATION Open Mode To open the Bulk door from the external side, press the button of the external door handle. This releases the handle lock mechanism and the external door handle moves from the recess. This position makes sure that the external door handle can operate the locking shaft. The internal door handle operates the locking shaft directly but does not operate the retracted, external door handle.

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To release the closed Bulk door, put the internal or the external door handle to its ” OPEN ” position. This movement causes the lever assy to operate the pushrod which turns the locking shaft. Thus, the front and rear barrel locks disengage from their latch spigots and the Bulk door is manually movable. The operation of the external door handle causes the internal door handle to move also, but in the opposite direction. The disengaged rear barrel lock does not operate the spring-loaded lever assy of the latch spigot. This causes its related target to operate the proximity switch 50WV which sends a signal to the ECAM system. Thus, the ECAM system gives a warning in the cockpit to tell that the Bulk door is not locked. Put the internal or external door handle in the ” LOCKED ” position again. This moves the locking shaft which operates the spring rod to safety the overcenter position of the hook. After the outboard operation, push the external door handle into its recess again. Then move the Bulk door manually inboards until the hook engages with the hook arrester of the fuselage crossbeam. This operation safeties the Bulk door in its fully open position. Close Mode To close the Bulk door from the external side, press the button of the external door handle. This releases the handle lock mechanism and the external door handle moves from the recess. This position makes sure that the external door handle can operate the locking shaft. The internal door handle operates the locking shaft directly. To release the opened Bulk door, put the internal or external door handle to its ” OPEN ” position. This movement causes the lever assy to operate the pushrod which turns the locking shaft. Thus, the spring unit operates the hook which disengages from the hook arrester. The balance mechanism prevents that the Bulk door falls down if it is not safetied. Pull the Bulk door down into the door opening until it is in line with the fuselage contour. Put the internal or the external door handle to the ” LOCKED ” position. This operation moves the locking shaft so that the front and rear barrel locks engage with their latch spigots. During this movement, the rear barrel lock operates the lever assy and its related target operates the proximity switch 50WV. This operation cancels the warning of the ECAM system in the cockpit. After the outboard operation, push the external door handle into its recess again. Page: 128

A 320 / 321 52 - 33

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DOORS CARGO DOOR WARNING

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52-70

DOOR WARNING

ECAM CARGO DOOR PRESENTATION Door symbols The door symbols are green when the corresponding doors are closed and lokked, and amber when not locked The door symbols are also amber in case of warning, during flight phases number 2, 3, 6 and 9.

For Training Purposes Only

Door indication Door indication appear amber when the corresponding doors are not locked. The door symbols are also amber in case of warning, during flight phases number 2, 3, 6 and 9.

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DOOR/OXY

OXY1850 PSI

DOOR/OXY

A 320

OXY1850 PSI

FWD CARGO

FWD CARGO

AFT CARGO

AFT CARGO

BULK CARGO

DOOR/OXY

OXY1850 PSI

A 321

BULK CARGO

A 319

AVIONIC

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FWD CARGO

FLIGHT PHASE INHIBITION

SLIDE

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AFT CARGO

1

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FUSELAGE GENERAL

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ATA 53

FUSELAGE

GENERAL The fuselage, which has a blended double - bubble cross section, employs a conventional type of skin, stringer and frame construction except in the nose section where frames at reduced pitch are used without stringers. Skin thickness variations are produced by chemical or mechanicai machining and the stringers are attached by rivets. Damage - tolerant characteristics of the pressure shell are achieved by design features such as fuII frame to skin cleating, the use of Iocal crackstoppers, and of heavier machined members by duplication, in association with appropriate stress Ievels and material selection. A central keel structure maintains fuselage shear and bending continuity over the wing centre section cutout. The rear pressure bulkhead ring frame supports the forward fin spar. Behind the rear fin attachment frame a cutout is provided at midfuselage Ievel to accomodate the central box of the variable incidence horizontal stabilizer. The tailcone, which houses the APU is mounted behind the horizontal stabilizer pivot frame. AII areas of the fuselage are pressurized except for the radome, the rear fuselage section aft of frame 7O, the nose Ianding gear bay and the Iower segment of the centre section ( section l5 ). FuII provision is made for rapid decompression in the event of damage to the pressurized fuselage. For structural ease of production or transportation reasons, the fuselage is manufactured in six structurai sections, the joints occuring at frames 24, 35, 47, 64 and 70. - Section 11 / 12 Forward Nose Fuselage - Section 13 / 14 Forward Centre Fuselage - Section l5 Centre Fuseiage - Section 16 / Aft Centre Fuselage - Section 18 Aft Fuselage - Section 19 Forward Tailcone. - Section 19.1 Aft Tailcone The following chapters describe, with illustrations, the fuselage in more details.

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FUSELAGE GENERAL

Figure 69 FRA US / T

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53 - 10

NOSE FORWARD FUSELAGE

NOSE FUSELAGE ( SECTION 11 / 12 ) Description This section of the fuselage ( frame l to 24 ) contains in its upper forward region the flight deck and aft of that the entrance area of the forward passenger and service door. The Iower region contains the nose Ianding gear bay, the electrics and avionics bay. There are no stringers in this section but the frames are pitched at about half that of the typical pitch in the main fuselage. The aluminium alloy skin panels are chemically milled. The skin panels below and above the centre windshield are made of titanium to provide a good protection against bird impact. Frames of this section are formed of sheet metal except in the Iower region where the frames are machined from plate. The nose Ianding gear bay box is Iocated between frames 9 and 2O, it consists of integrally machined panels. A jacking point is provided at the aircraft centre Iine between frames 8 and 9. Frame l provides attachment for the machined flat front pressure bulkhead and a mounting for the radome. Between frames 16 and 2O, below the floor structure, space and structural provisions are made for installation of the optional airstairs.

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FUSELAGE GENERAL

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FUSELAGE GENERAL

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FORWARD FUSELAGE FORWARD FUSELAGE ( SECTION 13 / 14 ) This region of the fuselage Iies between frames 24 and 35. It contains the front part of the passenger cabin and beneath the cabin floot; the forward freight compartment. It has, on the starboard side, the forward cargo door. This section is of conventional construction consisting primarily of chemical miIIed skin panels, frames and stringers formed from sheet metal. The ends of the cabin floor cross beams are attached to the frames, supported on each side of the freight compartment by extruded aluminium alloy struts. In the Iower region of each frame an aluminium aIIoy structure is installed to support the cargo floor. The fuselage frames are arranged at regular intervals of 533,3 mm ( 21 in ). 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.

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FUSELAGE GENERAL

Figure 71 FRA US / T

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CENTER FUSELAGE

CENTRE FUSELAGE ( SECTION 15 ) General This region of the fuselage is Iocated between frames 35 and 47. It provides part of the cabin together with the integration structure for the wing centre box. Beneath the cabin floot; it comprises the air conditioning, hydraulic and main Ianding gear bay in conjunction with a belly fairing. The zone beneath the cabin floor is unpressurized1 the actual pressure boundary being formed by the upper skin panels of the centre wing box and a pressure diaphragm extending from the wing box to frame 46 above the main Ianding gear bay. The forward pressure boundary is formed by the Iower region of frame 35, and the aft boundary is formed by an inclined pressure bulkhead installation as lower part of frame 46.

FRAMES

For Training Purposes Only

The frames are arranged at regular intervals of 533A mm ( 2l ins ) except in the emergency exits area. Typical frames between 35 and 47 are machined except in their upper region where they are formed from sheet metal. Frames 36 and 42 belong to the centre wing box section 2l ( see description in chapter 57, paragraph 2 ).

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FUSELAGE GENERAL

Figure 72 FRA US / T

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CENTRE FUSELAGE ( SECTION 15 ) SKINS AND STRINGERS The upper shell skin panels to the Ievel of the window frames and the lower side skin shells are chemically milled, with riveted stringers. The emergency exit panels are chemically milled, with riveted stringers. The main Ianding gear bay panels are chemically miIled, with externally riveted stringers. ongitudinal structural continuity of the lower fuselage is maintained by a keel beam which transmits the overall fuselage bending Ioads. This beam is a box stiffened by internal ribs, which also provides attachment points for the landing gear bay doors and door actuators. The beam is attached to frames 35 and 46!47 and to the lower part of the centre wing box.

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FUSELAGE GENERAL

Figure 73 FRA US / T

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REAR FUSELAGE

AFT FUSELAGE ( SECTION 16 / 17 AND 18 ) This part of the fuselage Iies between frames 47 and 7O. To ease production this part is divided into two sections and jointed together at frame 64. The forward component ( designated as section l6!l7 ), contains part of the passenger cabin and beneath the cabin floor the aft freight compartment with the associated cargo door.

The constructional principles are similar to those of the forward fuselage. The r’ear region ( section l8 ) of the aft fuselage contains the rearmost part of the passenger cabin. It incorporates the port passenger door and the starboard service door. The fuselage frames are arranged at irregular intervals between 497 mm and 584 mm. Frame 66 and 68 which form part of the door surrounding structure of the rear doors are curved in their plane to match the side shapes of the doors.

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FUSELAGE GENERAL

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FUSELAGE GENERAL

Figure 74 FRA US / T

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A 320 53

53 - 50

CONE / REAR FUSELAGE

TAILCONE ( SECTION 19 ) General This section comprises the unpressurized part of the rear fuselage aft of frame 70. lt also inciudes the mounting structure for the fin and horizontal taiiplane and houses the Auxiliary Power Unit ( A.PU. ). For the purposes of description it can be divided into two main sections : - The section between frames 7O and 77. - The section aft of frame 77.

For Training Purposes Only

Section between fmmes 7O and 77 This section provides the mounting structure for the fin and tailplane and is of conventional monocoque design, consisting of skin, riveted stringers and frames. The machined frame 7O supports the rear pressure buikhead which is designed as a pressure diaphragm, made in four segments and having eight radial stiffeners. Between frames 7l and 72 and stringers 27 and 32 on the right hand side is a door for access into this region of the fuselage. Fin Attachment Structure The fin attachment fittings are Iocated on frames 70, 72 and 74. They consist of six fail safe yokes which transmit the fin Ioads via shear bolts into the fuselage frames. This attachment structure is such that should there be a failure of any bolt or fitting the fail safety of the structure is ensured. Two fittings form a mounting assembly for each fin spar at the frame. The upper segments of the fin Ioad carrying frames are made of integraliy machined plates, the lower segments being fabricated from sheet metai.

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TAILPLANE ATTACHMENT STRUCTURE The fuselage region between frames 73 and 77 houses the trimming taiiplane. Between frames 74 and 77 there is a Iarge cut-out for this purpose surrounded by machined beams. A system of diagonal struts is provided on the horizontai plane in the upper and lower areas of the cut-out to increase the rigidity of this open section. Frame 77 carries the tailplane hinge bearing and lateral load fittings. lt also incorporates four lugs for the attachment of the removable tail cone unit. The upper and Iower sections of the machined frame include lugs for the attachment of the vertical side members and those for the tail cone attachment. Within these arches there is a bracing structure which is connected to extensions on the frame segments. The vertical side members which carry the main hinge bearings of the tailplane are duplicated and detachable. There is a central tubular bracing structure which transfers side load from the tailplane into the upper and lower bracing structure.

SECTION AFT OFF RAME 77 This section of the fuselage forms the removable taii cone. lts principle function is to provide a mounting and housing for the APU. lt incorporates in its lower region the APU air intake and access doors which allow for the mounting, dismantling and inspection of the APU. This compartment is localiy designed to inhibit an accidental fire. Fire walls are made of titanium and this region of the compartment is double skinned, the inner titanium skin being separated from the outer aiuminium alloy skin.

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Lufthansa Technical Training

FUSELAGE GENERAL

A 320 53

C70

SAFETY VALVES ELECTRIC

Z-0

FLIGHT CONTROL

For Training Purposes Only

ELECTRIC HYDRAULIC ( BLUE CIRCUIT ) HYDRAULIC ( YELLOW CIRCUIT )

Figure 75 FRA US / T

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APU FUEL HYDRAULIC ( GREEN CIRCUIT ) BLEED AIR

Section 19 Frame 70 to 77 / Rear Pressure Bulkhead Page: 145

Lufthansa Technical Training

NACELLES / PYLON PYLON

A 319 / 320 / 321 54

ATA 54

NACELLES / PYLON

GENERAL Description The engine mounting pylons are convertibie to accept the CFM 56 or V25OO engines. The role of the pylon on each wThg is : — To support the engine; — To transmit the loads to the outer wing box; — To support and route systems between the nacelle and the wing. Each pylon is a box type structure, cantiievered from the wing box with statically determined attachments. It consists of a main frame, auxiiiary structure and mainlauxiliary attachment fittings. All engine cowls are attached to the main frame. Pylon and pylon fairings are interchangeable between aircraft at the same position.

For Training Purposes Only

MAIN FRAME Description The main frame consists of a fail-safe box, it is composed of main eiements supporting loads and secondary eiements reinforcing the box. The main elements form the resistant frame to which are connected pylon-towing and pylon-to-engine attachment. The frame comprises : — Four monobloc main ribs ( rib 1, rib 3, rib 4 and rib 1o ); — Two upper spars; — A Iower cap. Two panels covering the side faces of the frame form the box. The secondary eiements which include the six secondary ribs.

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A 319 / 320 / 321 54

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON PYLON

Figure 76 FRA US / T

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Pylon Page: 147

Lufthansa Technical Training

NACELLES / PYLON PYLON

A 319 / 320 / 321 54

PYLON TO WING ATTACHMENT Description The forward attachments consist of inner and outer triple lugged titanium fork attachments to rib 4, each of which is made in two parts such that each part has a double lug. These lugs are bolted to two sets of twin links which are bolted to two pairs of fittings which are attached to the front wing spar. lmmediatly behind this joint there is a bearing which transmits longitudinal and Iateral loads to a titanium spigot forging which is bolted through the lower wing skin to the forward attachment fittings. The aft pylon to wing junction is provided by two shackles which are connected to an attach fitting secured on the wing and the attachment at the rearmount pylon rib.

ENGINE TO PYLON ATTACHMENTS

For Training Purposes Only

Description The forward attachment is via a pyramidal shaped mounting. This mounting is attached to the face of rib l and, at its forward end, picks up the front spigot of the engine. This spigot transmits longitudinal and Iaterai loads, whereas tension bolts carry the vertical loads. The convertable rear attachments transmit the lateral and vertical loads to rib3 for the CFM 56 and rib4 for the V 25OO engines by means of four tension bolts which go through an intermediate double fitting.

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Lufthansa Technical Training

NACELLES / PYLON PYLON

A 319 / 320 / 321 54

SIDE PANEL REAR UPPER SPAR

UPPER SPAR

For Training Purposes Only

LOWER SPAR

RIP 1

FRONT PYRAMID

Figure 77 FRA US / T

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Convertible Pylon Primary Structure Page: 149

Lufthansa Technical Training

NACELLES / PYLON PYLON

A 319 / 320 / 321 54

54-00

NACELLES

AUXILIARY STRUCTURE Description The auxiliary structure houses most of the system components. It is divided into three sections : — The forward section provides the aerodynamic profiie between the engine nose cowi upper section and the wing Ieading edge; — The centre section provides junction between the main frame and the wing Iower surfaces; — The aft section improves the aerodynamic contour.

NACELLES

For Training Purposes Only

Description The hinged cowis are of composite type of construction with the exception of the iniet cowi Iip and the exhaust nozzie, which are metaiiic parts. ( For detaiis see chapter 71 ).

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Lufthansa Technical Training

NACELLES / PYLON PYLON

A 319 / 320 / 321 54

CFM 56 5ASYSTEMS INSTALLATIONS

ENGINE MOUNTS

PLUG

PRIMARY NOZZLE

PIVOTING DOOR THRUST REVERSER

For Training Purposes Only

AIR INLET

FAN COWLING

Figure 78 FRA US / T

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Engine Nacelles - CFM 56 - 5 Engine Page: 151

A 319 / 320 / 321 54

NACELLES

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON PYLON

FRA US / T

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Page: 152

A 319 / 320 / 321 54

IAE V 2500 ENGINE MOUNTS SYSTEMS INSTALLATION

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON PYLON

CASCADE THRUST REVERSER

FAN COWLING AIR INLET

Figure 79 FRA US / T

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Engine Nacelles - IAE V 2500 Page: 153

Lufthansa Technical Training For Training Purposes Only

STABILIZERS

A 319 / 320 / 321 55

ATA 55

STABILIZERS

55-00

HORIZONTAL STABILIZER

DESCRIPTION The tailplane is composed of a main box, a removable Ieading edge, rear shroud panels, two elevators and a tip fairing. The tailplane is of the trimming type in a range of +4_ and -l3.5_. The main box structure comprises two swept back boxes with a centre kink joint at rib. 1. The main box is of carbon fibre composite design it has two spars respectiveiy Iocated at 23% and 52% chord. The skins are stiffened by I - section stringers and thirteen solid Iaminate ribs. The centre titanium joint includes a supporting structure in the forward end for the trunnion nut of the trimming actuator. The ribs n_ 3 support the fuII Iaminate fittings at the rear spar for the hinge bearings of the tailplane. The removabie Ieading edge is of carbon fibre skin with nomex reinforcement supported by solid Iaminated ribs and is divided in three spanwise sections. It is fitted to the outer top and bottom fianges of the front spar by means of titanium fasteners. The forward portion of the Ieading edge is reinforced for hail and bird impact protection. The shrouding aft of the rear spar is manufactured from piastic materiai ( Nomex core, carbon fibre faced ). Within the shrouds are mounted the carbon fibre Iaminated elevator hinges, the elevator servos as weII as hydraulic piping and controi Iinkages. In the area that requires periodic maintenance the shrouding has hinged inspection panels. The tips of the tailplane are of metal construction. They are bolted to the end ribs of the tailplane box. The elevator is a monolithic box similar in principle to the rudder, composed of a fuII Iaminated carbon fibre spar and carbon fibre with Nomex core sandwich panel assembly. The elevator trailing egde is of aluminium sheet material construction.

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STABILIZERS

A 319 / 320 / 321 55

REAR SUPPORT FITTING ( TYP: ) HINGE ARM ( TYP: ) ACCESS PANEL ( TYP. ) ELEVATOR ( TYP. )

For Training Purposes Only

STRUCTURE BOX

CENTER JOINT JACK SCREW FITTINGS

TIP

LEADING 3 SECTION EDGE

Figure 80 FRA US / T

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Horizontal Stabilizer Page: 155

Lufthansa Technical Training For Training Purposes Only

STABILIZERS

A 319 / 320 / 321 55

VERTICAL STABILIZER ( FIN ) Description The fin comprises a main box, a removabie Ieading edge, rear shrouds, a tip and singie unit rudder. The fin box is of carbon fibre composite design. It has a front and rear spar and an additionai short centre spar between the fin root and rib 2. This design has been chosen for faii safety and at Ieast weight. Both, the Ieft and right hand paneis are fabricated from integrated skins, I - section stringers, spar caps, rib cleats and fully Iaminated fuseiage attachment Iugs. The thicknesses of the skins, the stringer fianges and webs are determinated by the stress distributions from the various Ioading cases. The fin is attached to the fuselage by means of double attachment fittings positioned at fuselage frames 70, 72 and 74. The attachments consist of a pair of Iugs connected to the fuselage fittings by fail safe shear bolts to carry the vertical Ioads and a pair of fail safe transverse rods to carry the Iateral Ioads. The removabie Ieading edge is made in three spanwise sections to ease handling of individual parts and thus replacement procedures. It is of sandwhich type construction. The front part is reinforced for hail and bird impact protection. The outer fibre Iayer is coated with a speciai paint to prevent erosion and for static discharge. The Ieading edge section is attached to main box front spar. A dorsal fin of glass fibre sandwich construction forms the interface of the fin Ioading edge to the fuselage contour and provides the continuity of the fin to fuselage side fairings. The shrouds aft of the main box rear spar are manufactured from plastic honeycomb material. Rudder hydraulics, control servos, rods and hinge fittings are located within these shrouds. The tip of the fin consists of sandwich construction and is bolted to the top rib of the fin main box. The rudder is designed as a single unit with a maximum deflection of 3O0 to each side. It is attached to the fin box via seven hinges and is operated by three hydrauilc servos. The composite rudder hinges are accessibie through inspection panels. The bearings can be repiaced without removing the rudder. The rudder is manufactured from honeycomb carbon fibre composite faced material similar to that on the A3lO. It consists mainly of one front spat; two side panels with integrated leading edge and a top and bottom closing rib.

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Lufthansa Technical Training

STABILIZERS

A 319 / 320 / 321 55

FIN BOX

VERTICAL STABILIZER TIP

For Training Purposes Only

LEADING EDGE

RUDDER

DORSAL FIN

TRAILING EDGE FAIRING

Figure 81 FRA US / T

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Vertical Stabilizer Page: 157

Lufthansa Technical Training

WINDOWS

A 319 / 320 / 321 56

ATA 56

WINDOWS

Description The cabin windows are 23O mm ( 9.l in ) wide and 33O mm ( 13 in ) high, and are fitted between the frames at intervals of 533.4mm ( 21 in ). The Iayout provides excellent visibility for the passengers in aII seating arrangements.

WINDOW FRAMES The main window frame is made from a drop - forging which has a T shaped cross section. To avoid fatigue problems, the window frame is designed on the basis of following criteria: — The inner flange of the forging accommodating the panes is free from holes since it is necessary to keep this flange free from stress raiser to ensure a good fatigue Iife. — The outer flange is riveted to the structure and has a varying cross section which gives a good Ioad diffusion characteristic. — The third flange is a stiffener and carries the fixation elements.

WINDOW PANES Each window is made with two panes. Each of the two panes can carry the fuII differential cabin pressure ( fail safe ). The panes are made of stretched acrylic. Their thickness are 9.5 mm for the outer and 4 mm for the inner pane.

For Training Purposes Only

These panes are mounted in an injection moulded seal and fitted into the frames by one easily removable retaining ring and six nuts. Near the bottom of the inner pane, at the center, there is a small vent hole to equalise the pressure between the panes in normal operating conditions. How ever; in the event of a failure of the outer pane, the inner pane is capable of car− rying the fuII differentiai pressure.

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A 319 / 320 / 321 56

For Training Purposes Only

Lufthansa Technical Training

WINDOWS

Figure 82 FRA US / T

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Lufthansa Technical Training

WINDOWS

A 319 / 320 / 321 56

FLIGHT DECK WINDSCHIELDS The flight deck windschield arrangement is designet to ensure maximum visibility with a minimum glazed aerea, protection against bird impact and adequat ice, rain and mist protection. The side windows which can be slide open, provide emergency exits for the flight compartment. Flat chemically strengthened glass laminates have been chosed for the front windows. Stretched acrylic laminates are used for all side windows. The laminates are mounted in directly moulded seals which are clamped within the windshield frames.

CABIN WINDOWS Each window is made with two panes. Each of the two panes can carry the fuII differential cabin pressure ( fail safe ). The panes are made of stretched acrylic. Their thickness are 9.5 mm for the outer and 4 mm for the inner pane. These panes are mounted in an injection moulded seal and fitted into the frames by one easily removable retaining ring and six nuts.

For Training Purposes Only

Near the bottom of the inner pane, at the center, there is a small vent hole to equalise the pressure between the panes in normal operating conditions. How ever; in the event of a failure of the outer pane, the inner pane is capable of carrying the fuII differentiai pressure.

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WINDOWS

A 319 / 320 / 321 56

CABIN WIDOW ( Typical )

WINDOW FRAME

OUTER PANE

INNER PANE

For Training Purposes Only

SEAL RETAINING RING

Figure 83 FRA US / T

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Lufthansa Technical Training

WINGS GENERAL

A 319 / 320 / 321 57 - 00

ATA 57

WINGS

57 - 00

WINGS

GENERAL Description The aircraft wing is a continuousstructure which goes through the fuselage between frames 36 and 42. It is made oin three parts : - the center wing box ( zone 140 ) - the left outer wing ( zone 140 ) - the right outer wing ( zone 600 )

For Training Purposes Only

The center wing box is part of the fuselage and gives attachment points for the cantilevered outer wings. Each outer wing has a wing box, leading edges and trailing edges and a wing tip. The leading edge has attachments for the slats and the trailing edge has attachments for the main landing gear, aileron, flaps and spoilers. A wingtip fence is installed on the wingtip. Component Locations The main Component of the wing are : - The center wing ( REF. 57 - 10 - 00 ) - the outer wing ( REF. 57 - 20 - 00 ) - the wing box ( REF. 57 - 21 - 00 ) - the wing tip ( REF. 57 - 30 - 00 ) - the leading edge and leading edge devices ( REF. 57 - 40 - 00 ) - the trailing edge and trailing edge devices ( REF. 57 - 50 - 00 ) - the aileron ( REf. 57 - 60 - 00 ) - the spoilers ( REF. 57 - 70 - 00 ) Centre Wing Box General The centre section of the wing extends from L / H RIB 1 to R / H RIB 1 across the width of the fuselage between frame 36 and 42 and forms an integral fuel tank. Center wing box includes : - the front and rear spar at ( frames 36 and 42 ) FRA US / T

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the upper and lower skin panels the two main frames ( frames 36 and 42 ) a set of 54 integral carbon fibre rods the left RIB 1 and right RIB 1

the center wing has attachement for the left and right outer wings at the left RIB 1 and right RIB . The centerwing box has an integral fuel tank. Access to this fuel tank is through the 2 access doors in the frame 42. Outer Wing Each outer wing includes : - the wing box - the wing tip - the leading edge and the leading edge devices - the trailing edge and the trailing edge devices. Wing Box The main structure of each outer wing is the wing box which tapers from the wing root to the wing tip. Its front and rear spars extend from RIB 1 to RIB 27. The rear spar is made in three parts and has joints at RIB 6 and RIB 22. The wing box has 27 ribs. The ribs are continuous between the front and the rear spars. The top surface of the wing box has two skin panels, and the bottom surface has three panels. Each of the wing panels extends forward of the front spar and aft of the rear spar. The leading and the trailing edge structures attach to these projections and to the front and rear spars. Stringers give strength to the top and the bottom skin panels. The wing box makes an integral fuel tank and a vent surge tank. 21 access panels in the lower skin give access to the fuel tank and the vent surge tank. The wing box also has attachments for : - the leading edge and the leading edge devices - the wing tip and the wingtip fence - the trailing edge and the trailing edge devices - the engine mounting pylons - the main landing gear.

Page: 162

Lufthansa Technical Training

WINGS GENERAL

A 319 / 320 / 321 57 - 00

CENTER WING

ROOT RB 1

FR 32

ROOT RB 1

LEFT OUTER WING

RIGHT OUTER WING

LEADING EDGE DEVICES

LEADING EDGE DEVICES

SURGE VENT TANK

SURGE VENT TANK

RIB 22

FR 42

RIB 22

RIB 27

For Training Purposes Only

RIB 27

REAR SPAR

REAR SPAR FRONT SPAR

FRONT SPAR

SPOILER

TRAILING EDGE DEVICES

AILERON

TRAILING EDGE DEVICES

Figure 84 FRA US / T

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SPOILER AILERON

Wings Page: 163

Lufthansa Technical Training

WINGS GENERAL

A 319 / 320 / 321 57 - 00

WING COMPONENTS Wing Tip The wing tip is installed at Rib 27. The wingtip fence attaches to the outboard end of the wing tip. Leading Edge and Leading Edge Devices The leading edge assembly is forward of the front-spar of the wing-box. It includes the inboard and the outboard leading - edge assemblies and the top and the bottom panels. The inboard and outboard leading - edge assemblies have their D - noses and panels installed on ribs which attach to the front spar. The hold-down devices and the rotary actuators ( for Slat 1 tracks 2 and 3 ) are on other ribs. The leading edge devices are the five slats. Leading Edge Slats The leading edge slats are installed on the wing as follows : - Slat 1 is between RIB 2 and RIB 7 - Slat 2 is between RIB 8 and RIB 12 - Slat 3 is between RIB 12 and RIB 17 - Slat 4 is between RIB 17 and RIB 22 - Slat 5 is between RIB 22 and RIB 27.

For Training Purposes Only

Trailing Edge and Trailing Edge Devices The trailing edge structure is aft of the rear spar of the wing box and includes the inner, mid and outer rear - spar trailing - edges. The inner rear - spar trailing - edge includes : - the shroud box - the overwing panel - the fixed shroud - the underwing panel. The mid and outer rear - spar trailing - edges include : - the hinge ribs - the intermediate ribs - the actuating - cylinder brackets - the top and bottom panels - the trailing - edge support structures.A 319 / 320

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The trailing edge devices are : - the two trailing edge flaps - the aileron - the five spoilers. Trailing Edge Flaps The inboard and the outboard flaps are installed on the trailing edge of the wing. The inboard flap is between RIB 1 and RIB 9 and the outboard flap is between RIB 9 and RIB 22. Aileron The aileron is installed on the trailing edge of the wing, between RIB 22 and RIB 27. Spoilers There are five spoilers installed on the upper surface of each wing, forward of the trailing edge flaps. Spoiler 1 is installed between RIB 5 and RIB 9. Spoilers 2 thru 6 are installed between RIB 10 and RIB 22. Materials The outer - wing main - box structure and the slats are made of high - grade aluminium alloys. The ailerons, flaps, spoilers and fairings are made of Carbon Fiber Reinforced Plastic ( CFRP ). Titanium alloys and steel alloys are used where necessary. Protective Treatment This is given in Protective Treatment ( Ref. 51-21-00 ). Paint Coatings This is given in Paint Coatings ( Ref. 51-23-11 ). Outer Wing Tank Sealing The fuel tanks are sealed, while the outer wing is being assembled.

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A 319 / 320 / 321 57 - 00

For Training Purposes Only

Lufthansa Technical Training

WINGS GENERAL

Figure 85 FRA US / T

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Com Page: 165

A 319 / 320 / 321 57 - 00

A 319 / 321 WING MAIN DATA

A 321 WING MAIN DATA

Wing - Geometry

Wing - Geometry

Wing reference area ...... ..............................122.40 m2 ( 1318.00 ft2 ) Aerodynamic mean chord ... ....................................4.19 m ( 13.74 ft. ) Geometric mean chord...... .....................................3.62 m ( 11.87 ft. ) Span ..................... ......................................33.91 m ( 111.25 ft. ) Aspect ratio ............. ..........................................................9.40 Taper ratio (tip chord/root chord)..................................................0.25 Root chord................ ........................................6.07 m ( 19.91 ft. ) Kink chord................ .........................................3.76 m ( 12.33 ft .) Tip chord................. ..........................................1.50 m ( 4.92 ft. ) Sweep angle ( 25% )......... .........................................24 deg. 58 min. Relative thickness : - root ................... ........................................................15.15% - kink ................... .........................................................11.75% - tip .................... ........................................................10.84% Root-wing setting ........ ...............................................3.66 degrees Dihedral of wing reference plane.........................................5.11 degrees Dihedral of trailing edge inboard of kink..................................8.65 degrees Dihedral of trailing edge outboard of kink ..........................5.35 degrees

Wing reference area ......................................126.0 m2 ( 1318.00 ft2 ) Aerodynamic mean chord ... ........................ ..............4.34 m ( 14.23 ft. ) Geometric mean chord..............................................3.76 m ( 12.33 ft. ) Span ............................................................34.1 m ( 111.87 ft. ) Aspect ratio ......................................................................9.10 Taper ratio (tip chord/root chord)..................................................0.24 Root chord........................................ ...............6.26 m ( 20.53 ft .) Kink chord........................................................ 3.94 m ( 12.92 ft. ) Tip chord...........................................................1.50 m ( 4.92 ft. ) Sweep angle ( 25% )..................................................24 deg. 58 min. Relative thickness : - root ........................................................................14.70% - kink .........................................................................11.20% - tip ..........................................................................10.84% Root - wing setting ........ .............................................3.66 degrees Dihedral of wing reference plane..........................................5.11 degrees Dihedral of trailing edge inboard of kink...................................8.65 degrees Dihedral of trailing edge outboard of kink ................................5.35 degrees

For Training Purposes Only

Lufthansa Technical Training

WINGS GENERAL

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A 319 / 320 / 321 57 - 00

A 319 / 320

A 321

For Training Purposes Only

Lufthansa Technical Training

WINGS GENERAL

Figure 86 FRA US / T

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Wing Main Datas Page: 167

Lufthansa Technical Training

WINGS WING BOX

A 319 / 320 / 321 57 - 10

57 - 10

CENTER WING

CENTER WING BOX Description INFO : Description and construction maybe different between each A 319 / 320 / 321. For detailes see AMM. The center wing box ( section 21 ) is installed in the fuselage between the frames FR 36 and FR 42. It provides the cantilever attachment for the wings, distributes their load in the fuselage and can form an optional integral fuel tank. The wings of the aircraft are attached to the box by the left and right RIB 1. Access for maintenance to the center wing box is through two triangular openings in the rear spar secured to frame FR 42. The lower skin panel of the center wing box is fitted out to house the fuel tank pumps. The main structure comprises : - two forward and rear spars - two frames FR 36 and FR 42 - an upper skin panel - a lower skin panel - six rod assemblies - two ribs RIB 1 left and right - ten frame support assemblies ( left and right ).

For Training Purposes Only

SPARS The front spar consists of a core made up of six vertical stiffeners on the outer face, four horizontal stiffeners on the inner face, an angle section which connects the spar to the upper skin panel and a flexible formed section which provides a seal between the center wing box and the pressure bulkhead. The rear spar comprises a core machined from a drop forging.

back - to - back and riveted together. A splice replaces the left and right attach - fittings in the top section of the frame. The lower ends of the frame are secured to the center wing box by bolts. Upper and Lower Skin Panels The inner face of the upper skin panel is strengthened by seventeen transverse stiffeners. Six longitudinal beams are secured to the outer face ; they stiffen the wing center box and support the cabin floor. The lower skin panel consists of three panels : - a forward panel - a center panel - a rear panel. The lower skin panel comprises : - thirteen T stiffeners including two joint fittings :  joint fitting STGR 8 provides the joint between the forward panel STGR 1 to STGR 8 ) and the center panel ( STGR 8 to STGR 11 ).  joint fitting STGR1 1 provides the joint between the center panel and the rear panel ( STGR 11 to STGR 15 ). -

an inner pump bracket fitted with two outer pump brackets and blank fittings for the fuel pump a forward angle section which provides the joint between the front spar and the lower skin panel.

A fuel pump blank is secured to the center of panel between the two stiffeners STGR 9 and STGR 10.

Frames FR 36 and FR 42 Frames FR 36 and FR 42 integrate the center wing box in the fuselage. Each frame comprises two forward and two rear attach - fittings assembled

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A 319 / 320 / 321 57 - 10

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Lufthansa Technical Training

WINGS WING BOX

Figure 87 FRA US / T

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Center Wing Box Page: 169

Lufthansa Technical Training

WINGS WING BOX

A 319 / 320 / 321 57 - 10

ROD ASSEMBLY Inside the wing box, the lower skin and upper skin panels are connected by an assembly of rods which stiffen the center wing box. This assembly of rods comprises four assemblies of six rods and two assemblies of seven rods. The two seven-rod assemblies are located in the vertical plane formed by the two center beams of the upper skin panel, on either side of the aircraft centerline. The four six-rod assemblies are located in the vertical planes formed by the two left and right lateral beams.

RIBS

For Training Purposes Only

The center wing box is closed by the left RIB1 and the right RIB 1. These two ribs consist of: a forward vertical T - fitting, a rear vertical T - fitting, a lower skin T - fitting, an upper skin cruciform fitting, three vertical stiffeners and a door. The lower skin T-fitting and the upper skin cruciform fitting provide the joint for the outer wing, the panel and the RIB 1. An outer splice strengthens the joint between the lower skin panel, the RIB 1 and the wing.

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A 319 / 320 / 321 57 - 10

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Lufthansa Technical Training

WINGS WING BOX

Figure 88 FRA US / T

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Center Wing Box Page: 171

A 319 / 320 / 321 57 - 17

57 - 17

ACCESS COVER

DESCRIPTION General Access to the center wing box is attained through two access covers at the rear spar, at FR 42.

For Training Purposes Only

Lufthansa Technical Training

WINGS ACCESS COVERS

FRA US / T

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A 319 / 320 / 321 57 - 17

For Training Purposes Only

Lufthansa Technical Training

WINGS ACCESS COVERS

Figure 89 FRA US / T

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Center Wing Box Access Cover Page: 173

Lufthansa Technical Training

WINGS OUTER WINGS

A 319 / 320 / 321 57 - 20

57 - 20

OUTER WINGS

OUTER WING Description The outer wing is a cantilever structure, attached to the center wingbox at RIB 1. The main structure is the wingbox, which tapers from RIB 1 to RIB 27, and makes the integral fuel tank and the vent surge tank. The outer wing is in zone 500 left hand ( 600 right hand ).

For Training Purposes Only

Component Location Each outer wing includes : - the wing box ( Ref. 57 - 21 - 00 ) - the wing tip ( Ref. 57 - 30 - 00 ) - the leading edge and leading edge devices ( Ref. 57 - 40 - 00 ) - the trailing edge and trailing edge devices ( Ref. 57 - 50 - 00 ).

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WINGS OUTER WINGS

A 319 / 320 / 321 57 - 20

CENTER WING

ROOT RB 1

FR 32

ROOT RB 1

LEFT OUTER WING

RIGHT OUTER WING

LEADING EDGE DEVICES

LEADING EDGE DEVICES

SURGE VENT TANK

SURGE VENT TANK

RIB 22

FR 42

RIB 22

RIB 27

For Training Purposes Only

RIB 27

REAR SPAR

REAR SPAR FRONT SPAR

FRONT SPAR

SPOILER

TRAILING EDGE DEVICES

AILERON

TRAILING EDGE DEVICES

Figure 90 FRA US / T

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SPOILER AILERON

Wings Page: 175

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WINGS MAIN STRUCRURE

A 319 / 320 / 321 57 - 21

57 - 21

STRUCTURE

MAIN STRUCTURE The main structure of the outer wing is the wing box, which tapers from wing root ( RIB 1 ) to wing tip ( RIB 27 ). It also makes the integral fuel tank and the vent surge tank ( Ref. 28 - 00 - 00 ). Access into the wing box is through theaccess panels in the bottom skin. Component Location The wing box is made of : - the wing spars ( front and rear ) - the ribs - the top and bottom skin-panels - the top and bottom stringers - the wing - root joint.

Description The wing box makes the integral fuel tank and the vent surge tank. Sealed inter - spar ribs separate these tanks. The primary sealing of the tanks is made through the mechanical attachment of the structure. Interfay sealants are used at the tank edges. Each outer wing fuel tank also has a closed area, made between RIB 1 and RIB 2, which is a collector cell for the main fuel pumps ( Ref. 28 - 21 - 00 ). On each wing there are two dry bays, which are inboard of the engine, immediately behind the front spar. The larger of the bays is between ribs RIB 5 and RIB 6. A short rib, RIB 6B, makes the outboard end of the smaller bay. There are closing panels inside the fuel tank, at the rear of the dry bays. The closing panels are made of carbon fibre with a honeycomb core. They are attached with nuts and bolts to machined aluminum alloy posts installed against the ribs. There is also a top plate land. attached to a stringer, and a bottom sealing angle. Brackets add strength to both these areas. Sealing blocks and seals prevent fuel leakage into the dry bays between the stringers and the top and bottom skin panels. Two holes in the front spar give access into the dry bays. They are closed with closing plates.

For Training Purposes Only

Attached to the wing box are : - the fixed partitions ( slat cans ) ( Ref. 57 - 24 - 00 ) - the attachment fittings ( Ref. 57 - 26 - 00 ) - the access panels ( Ref. 57 - 27 - 00 ) - the jacking point and the drip fence ( Ref. 57 - 29 - 00 ).

WING BOX

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WINGS MAIN STRUCRURE

Figure 91 FRA US / T

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Wing ( L/ H ) Page: 177

A 319 / 320 / 321 57 - 21

RIBS Description There are 27 ribs, machined from aluminum alloy, installed in the wingbox of each outer wing. Each rib is continuous between the front and rear spars. The centre-wing to outer-wing joint is made at STA 0 / RIB 1, which closes the centre wing box. Ribs RIB 22 and RIB 27 make the other lateral boundaries of the fuel and vent tanks. At RIB 2 thru RIB 9, and at RIB 12 and RIB 19, the ribs have double flanges for attachment of skin panels. The remainder have single flanges. Cleats attach the top stringers to the ribs. Ribs 12 and RIB 19 are reinforced to provide attachment points for the forward flap-track-beam attachment. The holes in the ribs, for access and fuel pipes, are reinforced. Rib 2 has two hinged access doors ( Ref. 57 - 27 - 00 ), which are kept closed with springs. Access for build is provided in RIB 5 and the hole is closed with a load - carrying door.

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WINGS MAIN STRUCRURE

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FENCE

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57 - 21

A 319 / 320 / 321

RIB 27

RIB 22

FRONT SPAR

REAR SPAR

RIB 8

RIB 1

FUSELAGE CENTER LINE

Figure 92

FR 42

FR 36

WY

RIB 1

Wing - Ribs

RIB 4

RIB 2 RIB 3 RIB 4 RIB 5 RIB 6 RIB 7 RIB 8 RIB 9 RIB 10

REAR SPAR

RIB 11

FRONT SPAR

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RIB 13 RIB 14 RIB 15 RIB 16 RIB 17 RIB 18 RIB 19

FRA US / T

RIB 20 RIB 21 RIB 22 RIB 23 RIB 24 RIB 25 RIB 26 RIB 27

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WINGS MAIN STRUCRURE

RIB 12

Lufthansa Technical Training

A 319 / 320 / 321 57 - 21

WING ROOT JOINT Description The wing box of the outer wing is attached to the wing box of the center wing at RIB 1. Top and bottom fittings of aluminum alloy connect the spar webs of the center wing to those of the outer wing. A cruciform member is used to keep the continuity of the top skin across the joint. Bolts attach the top skin panels of the center wing and the outer wing to the cruciform member. Crown fittings made of aluminum alloy keep the continuity of the top skin stringers across the joint. The crown fittings are attached to the outboard vertical face of the cruciform member ( RIB1 ). Bolts attach the stringers to the crown fittings. The continuity of the bottom skin across the joint is kept through a triform member. There is a strap machined from aluminum alloy across the joint. Interference bolts attach the strap and the bottom skin panels to the triform member. The bottom skin stringers are not continuous across the joint. End loads are absorbed by the stringer - to - skin joint.

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WINGS MAIN STRUCRURE

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A 319 / 320 / 321 57 - 21

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Lufthansa Technical Training

WINGS MAIN STRUCRURE

Figure 93 FRA US / T

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Wing Root Joint - RIB 1 ( L / H shown ) Page: 181

Lufthansa Technical Training

WINGS MAIN STRUCRURE

A 319 / 320 / 321 57 - 21

WING SPARS Description The spars are machined from aluminum alloy. They give strength to the wing box. The front and the rear spars extend from RIB 1 to RIB 27.

For Training Purposes Only

Rear Spar The rear spar is made from three parts. These are the inner, the middle and the outer sections. Joint plates connect these sections together to make a continuous structure. The joints are made at RIB 6 and RIB 22. The rear spar is machined to include : - a horizontal stiffener ( crack retarder ) - vertical web stiffeners - reinforced holes for the components of the fuel system ( Ref. 28 - 00 - 00 ) - a reinforced jacking point at RIB 9.

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A 319 / 320 / 321 57 - 21

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Lufthansa Technical Training

WINGS MAIN STRUCRURE

Figure 94 FRA US / T

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Wing - Rear Spar Page: 183

A 319 / 320 / 321 57 - 21

WING SPARS Front Spar The front spar is made as a single piece, to include : - a horizontal stiffener ( crack retarder ) - vertical web stiffeners - a reinforced hole at each slat track position - reinforced holes for the components of the fuel system ( Ref.28 - 00 - 00 ) - an opening for the build door between STA0 / RIB 1 and STA 700 / RIB 2, for theinstallation of the outer wing to the centre box.

For Training Purposes Only

Lufthansa Technical Training

WINGS MAIN STRUCRURE

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A 319 / 320 / 321 57 - 21

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Lufthansa Technical Training

WINGS MAIN STRUCRURE

Figure 95 FRA US / T

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Wing Spars and RIB 4 - STA 1957 ( TYP ) Page: 185

A 319 / 320 / 321 57 - 21

TOP SKIN PANELS AND STRINGERS Description The top and the bottom surfaces of the wing box are made of skin panels machined from aluminum alloy. There are two panels on the top skin and three panels on the bottom skin. To increase their strength, the panels have stringers machined from aluminum alloy extrusions. Joint straps, made of aluminum alloy, connect the panels. Interference bolts attach the panels to the ribs and the spars. The top and the bottom skin panels continue a short distance forward of the front spar. The leading edge structure attaches to these projections. Outboard of the MLG support rib, the skin panels continue a short distance aft of the rear spar. The trailing edge structure and the trailing edge devices attach to these projections.

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WINGS MAIN STRUCRURE

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A 319 / 320 / 321 57 - 21

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Lufthansa Technical Training

WINGS MAIN STRUCRURE

Figure 96 FRA US / T

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L / H Wing - Upper Surface shown Page: 187

A 319 / 320 / 321 57 - 21

BOTTON SKIN PANELS AND STRINGERS There are 21 access panels, in the bottom skin panels, which give access into the wing box. The bottom skin panels are reinforced in the area around the holes for the fuel pumps ( Ref. 28 - 21 - 00 ). There is one opening in the top skin between RIB22 and RIB23, for the overwing refuel adaptor. Reinforcing plates are attached to the outer face of the bottom skin panels, and to the inner face of the top skin panels to add strength at the pylon attachments. A reinforcing plate, machined from aluminum alloy, is attached to the outer surface of the wing-box bottom skin. This adds strength to the skin panels at the MLG attachments.

For Training Purposes Only

Lufthansa Technical Training

WINGS MAIN STRUCRURE

FRA US / T

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A 319 / 320 / 321 57 - 21

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Lufthansa Technical Training

WINGS MAIN STRUCRURE

Figure 97 FRA US / T

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R / H Wing - Lower Surface shown Page: 189

A 319 / 320 / 321 57 - 21

DRY BAYS Description On each wing there is a dry bay which is inboard of the engine, and immediately behind the front spar. Machined aluminum alloy posts, located against the ribs, are the vertical attachments for the closing panel. There is a top plate land, attached to a stringer from the fuel tank area, and a sealing angle on the bottom. Brackets reinforce both areas. Sealing blocks and seals prevent leaks between the stringers and the top and bottom skin panels. The closing panels are made of carbon fiber with a honeycomb core and are attached with nuts and bolts to give easy access. Access is also available through the front spar.

For Training Purposes Only

Lufthansa Technical Training

WINGS MAIN STRUCRURE

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A 319 / 320 / 321 57 - 21

A

For Training Purposes Only

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WINGS MAIN STRUCRURE

Figure 98 FRA US / T

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Dry Bays Page: 191

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WINGS WING TIP

A 319 / 320 / 321 57 - 24

57 - 24

PARTITION

SLAT TRACK CANS Description The leading edge slat tracks ( Ref. 57 - 40 - 00 ) go through holes in the front spar. Track cans are attached to the front spar and isolate the tracks from the wing fuel tanks. A track can is not necessary in the dry bay ( Ref. 57 - 21 - 00 ).

COMPONENT LOCATION Description Track cans 11 and 12 are made from pressed aluminum alloy and aluminum alloy plate welded together. The remaining cans are made from an aluminum alloy tube and aluminum alloy plate welded together. The track cans are held in position by : - the brackets and the cleats attached to the top skin - the flanges attached to the front spar.

For Training Purposes Only

The drain pipes are attached to the track cans and let liquid come out through the bottom skin.

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WINGS WING TIP

A 319 / 320 / 321 57 - 24

DRY BAY

For Training Purposes Only

A

Figure 99 FRA US / T

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A 319 / 320 - Slat Track Cans Page: 193

Lufthansa Technical Training

WINGS WING ACCESS PANELS

A 319 / 320 57 - 27

57 - 27

ACCESS COVERS

ACCESS HOLES Description Access holes in the outer wing are closed by : - access panels - door panels - cover plates

For Training Purposes Only

Access Panels - Attachment A 319 / 320 : Type and locations There are 21 access panels installed in the wing bottom skin. These are of 10 types : Type 23R, 24, 25, 25A, 27, 27A, 28, 29, 29A and 30 ( Ref. Table ). --------------------------------------------------------------Location Panel Type Material Remarks --------------------------------------------------------------RIB 2 - 15 23R, 24, Titanium Alloy 25A has an Over - Pressure 25, 25A ( super plastic Protector ( Ref. 28-12-00 ) formed ) Aluminum Alloy ---------------------------------------------------------------------------------------------------------------------------------------------------------------------RIB 15 - 22 25, 27, Aluminium Alloy 27A has a Manual Magnetic Indicator ( Ref. 28 - 43 - 00 ) ----------------------------------------------------------------------------------------------------------------------------Rib 22 - 27 28, 29, Aluminum Alloy 28 has a NACA vent intake 29A ( Ref. 28 - 12 - 00 ) 29A has an Over-Pressure Protector ( Ref. 28 - 12 - 00 ) --------------------------------------------------------------The access panels are attached to the bottom skin panel with bolts which either : - go through the access panel and into nuts on the bottom skin panel or, - go through a ring clamp and into nuts on the access panel. FRA US / T

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FRA US / T

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WINGS WING ACCESS PANELS

Figure 100

A 319 / 320 Access Panels ( L / H lower Wing ) Page: 195

57 - 27

A 319 / 320

Lufthansa Technical Training

WINGS WING ACCESS PANELS

A 319 / 320 57 - 27

DOOR PANELS There are two door panels on the inboard face of RIB 2 / STA 700, which are hinged at their top edge. The panels are spring loaded to the closed position, but allow fuel to flow inboard. The panels and brackets are machined from aluminum alloy, the springs are made of steel and these have seals made of nitrile rubber.

PANEL INSTALLATION

COVER PLATES

For Training Purposes Only

There are two cover plate assemblies installed on the front spar. They are between RIB 7 and RIB 5. Each assembly has an aluminum alloy outer and inner cover plate with a seal.

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A 319 / 320 57 - 27

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Lufthansa Technical Training

WINGS WING ACCESS PANELS

Figure 101 FRA US / T

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A 319 / 320 different Types of Access Panels Page: 197

Lufthansa Technical Training For Training Purposes Only

WINGS ACCESS PANELS

A 321 57 - 27

57 - 27

ACCESS COVERS

ACCESS HOLES Access Panels Access holes in the outer wing are closed by : - access panels - door panels - cover plates Access Panels - Attachment A 321 : Type and locations There are 21 access holes in the bottom skin which are closed with access panels. The access holes are forward of the rear spar, between ribs RIB 2 and RIB 27. There are 10 types of access panel used on the outer wing. They are installed as follows : -------------------------------------------------------------Location Panel Type Material Remarks -------------------------------------------------------------RIBS 2- 9 23R Titanium alloy Super-plastic formed 9-13 24 Titanium alloy Super-plastic formed 13-17 25 Aluminum alloy 17-19 ) 27 Aluminum alloy and 20-21) 19-20 27B Aluminum alloy Pressure relief outlet 21-22 27A Aluminum alloy Magnetic level indicator 22-23 28 Naca vent intake 23-24) 29 Aluminum alloy and 25-26) 24-25 29A Aluminum alloy Pressure relief outlet 26-27 30 Aluminum alloy --------------------------------------------------------------

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The access panels inboard of RIB 13 are attached by bolts which go through a clamp ring into blind nuts installed on the panel. These are load - bearing access panels. The access panels outboard of RIB 13 are not load-bearing. They are attached by bolts which go through the panel into fixed nuts installed on the bottom wing skin.

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FRA US / T

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Figure 102

A 321 Access Panels ( L / H Lower Wing ) Page: 199

57 - 27

A 321

Lufthansa Technical Training

WINGS ACCESS PANELS

A 321 57 - 27

DOOR PANELS Two door panels are installed on the inboard face of RIB2. They close the access holes between the integral fuel tank and the collector cell. The door panels are machined from aluminum alloy. They hang from hinges at their top edge, so that they turn inboard to open, and use spring pressure to go back to their closed position.

COVER PLATES

For Training Purposes Only

There are two cover plates installed on the front spar, between ribs RIB 5 and RIB 7. The cover plates are made as assemblies, each with aluminum alloyinner and outer plates, and a seal. They close the access holes into the dry bays.

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A 321 57 - 27

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Lufthansa Technical Training

WINGS ACCESS PANELS

Figure 103 FRA US / T

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A 321 - Wing Access Covers Page: 201

A 319 / 320 / 321 57 - 29

57 - 29

MISCELLANEOUS

OUTER WING DRAINS Description See grafik for details.

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Lufthansa Technical Training

WINGS WING TIP

FRA US / T

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For Training Purposes Only

FRA US / T

WINGS WING TIP

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Figure 104

Outer Wing Drains Page: 203

57 - 29

A 319 / 320 / 321

Lufthansa Technical Training

WINGS WING TIP

A 319 / 320 / 321 57 - 29

SLAT TRACK AND DRY BAY DRAINS Description There are drainholes in the lower surface of the wing, to drain the leading edge and other structures. Attached to the wingbox are : - the jacking point - the drip fence - the air dam

Drainholes Description There are two sets of drainholes in the lower wing surface to drain liquid that can collect inside the leading edge. The drainholes are : - in some of the leading edge access panels - in the lower wing skin forward of the front spar.

For Training Purposes Only

The leading - edge slat tracks go through holes in the front spar. Track cans are attached to the front spar and isolate the tracks from the wing fuel tanks. Liquid from the slat tracks collects in the cans and then flows down drain-pipes to drain - holes in the bottom skin. At track 4 in both wings there is a dry bay and no cans. Liquid from these tracks falls to the bottom skin and then flows out from the drain - holes. Single drainholes drain liquid from other areas of the wing structure. They are : - in the wing tip structure at the leading edge - between the two outer manholes - in the access panels 574BB ( 674BB ) and 574AB ( 674AB ) on each side of the No. 2 flap track fairing

JCKING POINT Description The jacking point fitting is at RIB 9. It is attached to the aft face of the rear spar and to the upper surface of the bottom skin. The fitting is machined from aluminum alloy and transmits the jacking loads into the wing structure ( Ref. 07 - 11 - 00 ).

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FRA US / T

WINGS WING TIP

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Figure 105

Drain Holes Page: 205

57 - 29

A 319 / 320 / 321

Lufthansa Technical Training

WINGS WING TIP

A 319 / 320 / 321 57 - 29

DRIP FENCE Description The drip fence is installed on the bottom skin at RIB 22, inboard of the NACA intake access panel 550AB ( 660AB ) ( Ref. 57 - 27 - 00 ). The drip fence is an aluminum alloy angle. It prevents fuel which has come out of the NACA intake from flowing down the wing surface to the pylon area. The angled surface stops the flow of fuel and causes it to fall to the ground.

AIR DAM ( A 321 ONLY )

For Training Purposes Only

Description The air dam is machined from two aluminum alloy castings and is located on the bottom skin in the engine pylon Z400. The air dam forms the aft boundary of the environment protection system ( Ref. 36 - 14 - 00 ).

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WINGS WING TIP

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Figure 106

Drip Fence and Air Dam

AIR DAM

DRIP FENCE

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For Training Purposes Only

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57 - 29

A 319 / 320 / 321

Lufthansa Technical Training

WINGS WING TIP

A 319 / 320 / 321 57 - 30

57 - 30

WING TIP

WING TIP AND WING TIP FENCE Components The wingtip assembly is attached to the outboard end of the wingbox, at RIB 27. The wingtip assembly includes : the wing tip the wing tip fence Component Description

WING TIP FENCE The wingtip fence is made of aluminum alloy. It has : - flanged sheet-metal ribs - an extruded trailing-edge section - inboard and outboard etched skins - a leading edge fairing - leading edge skin caps and top and bottom end pieces.

WING TIP The structure of the wingtip is made of aluminum alloy. There are : - two machined ribs adjacent to the wingtip fence - flanged sheet-metal ribs - an extruded trailing-edge section - top and bottom etched skins.

For Training Purposes Only

The wing tip is attached to the outboard end of the wing box with bolts. These go through the wingtip skin and attach to straps on RIB spigots, also installed on RIB 27, make sure the wingtip is in the correct position. Two lights are installed in the leading edge of the wingtip : - a navigation light ( Ref. 33 - 41 - 00 ) - an anti-collision strobe light ( Ref. 33 - 48 - 00 ).

The wing tip fence is attached to the outboard edge of the wing tip with bolts. These go through a machined fitting in the fence into a machined rib in the wingtip. Two spigots attached to the wingtip make sure the wing tip fence is in the correct position. Four retainers for static dischargers ( Ref. 23 - 60 - 00 ) are attached to the wing tip fence at the trailing edge. There are two access holes in the outboard skin of the wingtip fence. These give access to the attachment bolts and are closed with access doors.

Each light has a window of borosilicate glass installed in an access frame. For the anti-collision strobe light, the window is clear. For the navigation light, the window is red on the LH wing or green on the RH wing. A retainer for a static discharger ( Ref. 23 - 60 - 00 ) is attached to the wingtip at the trailing edge. There are two access holes in the wing tip : - one access hole in the bottom skin, which is closed with the access door 534AB ( 634AB )

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FRA US / T

WINGS WING TIP

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Figure 107

Wing Tip and Wing Tip Fence Page: 209

57 - 30

A 319 / 320 / 321

Lufthansa Technical Training

WINGS LEADING EDGE

A 319 / 320 / 321 57 - 40

57 - 40

LEADING EDGE AND LEADING EDGE DEVICES

LEADING EDGE AND LEADING EDGE DEVICES Description The leading edge is forward of the front spar of the wing box, between the wing root and the wing tip. The leading edge has a fixed structure and five devices which are movable control surfaces. Component Location The fixed structure ( Ref. 57 - 41 - 00 ) is between RIB 1 and RIB 27. The five movable devices are : - Slat 1, inboard of the engine pylon ( Ref. 57 - 42 - 00 ) - Slats 2 thru 5, outboard of the engine pylon ( Ref. 57 - 43 - 00 ), ( Ref. 57 - 44 - 00 ), ( Ref. 57 - 45 - 00 ) and ( Ref. 57 - 46 - 00 ).

SLATS The five slats ( slat 1 thru slat 5 ) are edge - shaped aluminum alloy structures. They are extended or retracted to give the correct lift to the aircraft. The drive system for the slats is electrically controlled. It uses hydraulic power to turn pinions installed in the fixed leading edge. The movement is transferred to the slats by racks attached to the slat tracks. Each slat has a main rivetted structure of top and bottom skin panels and end ribs. The structure is strengthened by intermediate ribs, a girder and a top skin stringer. A trailing edge structure closes the aft edge of the slat and completes the aerodynamic profile. Slat track ribs give attachment points for the slat tracks.

LEADING EDGE

For Training Purposes Only

The leading edge is a fixed structure of ribs and riblets to which nose skins are attached. The structure is strengthened by sub - spars. The five slats are connected, through the slat tracks, to the fixed structure. These systems are also installed in the leading edge : - the drive mechanism for the slats ( Ref. 27 - 84 - 00 ) - the ducting for the engine bleed air ( Ref. 36 - 11 - 00 ) - electrical, hydraulic and pneumatic installations - the environment protection system, between the wing root and RIB 12 ( Ref. 36 - 14 - 00 ) - the ice protection system, which supplies Slats 3 thru 5 ( Ref. 30 - 11 - 00 ).

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WINGS LEADING EDGE

TYPICAL SECTION

Figure 108 FRA US / T

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WINGS TRAILING EDGE

A 319 / 320 / 321 57-50

57 - 50

TRAILING EDGE AND TRAILING EDGE DEVICES

GENERAL The trailing edge is aft of the rear spar of the wing box, between the wing root and the wing tip. The trailing edge has a fixed structure and eight movable control surfaces. Component Locations The fixed structure ( Ref. 57 - 51 - 00 ) is between RIB 1 and RIB 27. It has attachments for the movable control surfaces and their drive mechanisms. The control surfaces are : the inboard ( double - slotted ) flap ( Ref. 57 - 52 - 00 ) the outboard ( double - slotted ) flap ( Ref. 57 - 53 - 00 ) the aileron ( Ref. 57 - 60 - 00) the spoilers 1 thru 5 ( Ref. 57 - 70 - 00 thru 57 - 75 - 00 ). Trailing Edge Structure The main components of the trailing edge structure are : - the overwing and underwing panels - the fixed shroud and shroud box - the rear false spar. The fixed structure also has attachments for the : - main landing gear (Ref 57-26-00) - movable control surfaces - engine pylon (Ref 57-26-00).

For Training Purposes Only

A 319 / 320 TRAILING EDGE DEVICES There are eight trailing edge devices which are movable control surfaces. They are : - inboard flap ( Ref. 57 - 51 - 00 ) - outboard flap ( Ref. 57 - 52 - 00 ) - an aileron ( Ref. 57 - 60 - 00 ) - five spoilers ( Ref. 57 - 70 - 00 ). The inboard flap and the outboard flap are of the fowler type. Each flap is attached to two carriages. There is an interconnecting strut between the flaps ( Ref. 27 - 51 - 00 ).

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A 319 / 320 / 321 57-50

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WINGS TRAILING EDGE

Figure 109 FRA US / T

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A 319 / 320 Trailing Edge and Trailing Edge Devices Page: 213

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WINGS TRAILING EDGE

A 319 / 320 / 321 57-50

A 321 TRAILING EDGE DEVICES There are eight trailing edge devices which are movable control surfaces. They are : - the inboard ( double - slotted ) flap - the outboard ( double-slotted ) flap - the aileron - the spoilers 1 thru 5.

For Training Purposes Only

The trailing edge devices are connected to brackets installed on the fixed structure. The inboard and outboard flaps are a ” double - slotted ” type, with in - set tabs to increase the control surface area. The flaps are connected together by an interconnecting strut and a ” Z ” coupling.

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A 319 / 320 / 321 57 - 60

57 - 52

INBOARD FLAP

LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP A 319 / 320 Description The inboard flap is a fowler flap assembly. In its retracted position the inboard flap assembly is the wing trailing edge between the fuselage side and the outboard flap. The spars, the ribs and the skin of the inboard flap are made of Carbon Fiber Reinforced Plastics ( CFRP ). The leading edge is made of honeycomb core with a skin made of CFRP. The trailing edge is made of honeycomb core with a skin made of aluminum sheet metal.

For Training Purposes Only

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WINGS AILERON

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A 319 / 320 / 321 57-50

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Lufthansa Technical Training

WINGS TRAILING EDGE

Figure 110 FRA US / T

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A 321 Trailing Edge and Trailing Edge Devices Page: 215

A 319 / 320 / 321 57 - 60

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Lufthansa Technical Training

WINGS AILERON

Figure 111 FRA US / T

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A 319 / 320 Inboard Flap Page: 217

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WINGS AILERON

A 319 / 320 / 321 57 - 60

LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP The drive strut assembly-track 1 attaches the inboard flap assembly to the carriage assembly-track 1. Two bolt connections attach the drive strut assembly-track 1 to the drive trunnion. A forked bolt assembly attaches the drive strut assembly-track 1 to the rotary actuator - track 1. A spherical bearing attaches the drive trunnion to the carriage assembly-track The drive trunnion is a fail-safe part. The drive strut assembly is not a fail - safe part.

For Training Purposes Only

Between RIB 9 and RIB 10 there is a bracket. The bracket is to attach the drive strut assembly-track 2. Bolts connect the drive strut assembly-track 2 to the bracket. Drive strut assembly - track 2 is a fail - safe - part. A bracket at RIB 9 attaches the carriage assembly-track 2 with an eccentric spherical bearing. Three hoisting fittings are installed to lift the inboard flap. Installed at each end of the inboard flap assembly there are adjustable seal assemblies.

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WINGS AILERON

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Figure 112

A 319 / 320 Inboard Flap Page: 219

57 - 60

A 319 / 320 / 321

Lufthansa Technical Training

WINGS AILERON

A 319 / 320 / 321 57 - 60

LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP A 321 Description The inboard flap is a fowler flap with a tab on its trailing edge. In its retracted position the inboard flap assembly is the wing trailing edge between the fuselage side and the outboard flap. The spars,the ribs and the skin of the inboard flap are made of aluminum. The nose of the tab is also made of aluminum. The trailing edge and the tab are made of honeycomb core with a skin made of aluminum sheet metal.

For Training Purposes Only

The drive strut assembly - track 1 attaches the inboard flap assembly to the carriage assembly - track 1. Two bolt connections attach the drive strut assembly - track 1 to the drive trunnion. A forked bolt assembly attaches the drive strut assembly-track 1 to the rotary actuator - track 1. An eccentric spherical bearing attaches the drive trunnion to the carriage assembly-track 1. The drive trunnion is a fail - safe part.

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WINGS AILERON

Figure 113 FRA US / T

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A 319 / 320 Inboard Flap Page: 221

A 319 / 320 / 321 57 - 60

LINKAGE & SUPPORT SYS. OF THE INBOARD FLAP At RIB 10 there are two brackets. The brackets attach the drive strut assembly-track 2. Bolts connect the drive strut assembly - track 2 to the brackets. The drive strut assembly-track 2 is a fail - safe part. A bracket at RIB 9 attaches the carriage assembly-track 2 with an eccentric spherical bearing. Three hoisting fittings are installed to lift the inboard flap. At each end of the inboard flap assembly there are adjustable seal assemblies. The tab of the inboard flap is operated by a linkage system which is installed at RIB 3 and the track 2 station. The linkage system at RIB 3 is attached to the shroud box and the tab. Drive rods operate via bellcranks the tab. At track 2 station there is a drive rod linked to the carriage. The support system of the tab is installed at RIB 6. It has brackets and rods which support the tab during the extension of the flap. Fairings at RIB3 and RIB 6 cover the linkage and the support system. At the outboard end of the flap there is an interconnection strut . It connects the inboard and the outboard flaps. In case of a drive station failure, the interconnection strut carries the loads which result from such failure.

For Training Purposes Only

Lufthansa Technical Training

WINGS AILERON

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Figure 114

A 321 Inboard Flap Page: 223

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A 319 / 320 / 321

Lufthansa Technical Training

WINGS OUTBOARD FLAP

A 319 / 320 / 321 57 - 53

57 - 53

OUTBOARD FLAP

OUTBOARD FLAP A319/A320 Description One outboard flap is installed on each of the right and the left wings. In the retracted position, the outboard flap is the wing trailing edge between the inboard flap and the aileron.

COMPONENT DESCRIPTION

A 319 / 320 The self - aligning support attaches the outer end of the outboard flap to the self-aligning support is a fail - safe part. The fitting for track 3 is at RIB 6, the fitting for track 4 is at RIB 15. Each fitting holds an actuating linkage. A forked bolt assembly on each actuating linkage attaches the drive strut assembly to the flap rotary actuator. The outboard flap has adjustable seal assemblies at the two ends.

A 320 The outboard flap is the usual type of semi - monocoque structure. It has spars leading edge is made of honeycomb core with a CFRP skin. The trailing edge is made of honeycomb core with a skin of aluminum sheet metal. The carriage track 3 fitting attaches the flap to the carriage assy-track 3 at RIB 6 of the outboard flap. The fitting has an eccentric spherical bearing. The carriage track 3 fitting is a fail - safe part.

A 319

For Training Purposes Only

The outboard flap is the usual type of semi-monocoque structure. It has spars and ribs. The skin is made of Carbon-Fiber-Reinforced Plastics ( CFRP ). The leading edge has a CFRP monolithic structure. The trailing edge is made of honeycomb core with a skin of aluminum sheet metal. The carriage track 3 fitting attaches the flap to the carriage assy - track 3 at RIB 6 of the outboard flap. The fitting has an eccentric spherical bearing. The carriage track 3 fitting is a fail - safe part.

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A 319 / 320 / 321 57 - 53

MN6 57 53 00 0 AAMO 01

Lufthansa Technical Training For Training Purposes Only

WINGS OUTBOARD FLAP

Figure 115 FRA US / T

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A 321 Outboard Flap Page: 225

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WINGS OUTBOARD FLAP

A 319 / 320 / 321 57 - 53

OUTBOARD FLAP A321 Description The outboard flap is a fowler flap assembly with a tab on its trailing edge. One outboard flap is installed on each of the right and the left wings. In the retracted position,the outboard flap is the wing trailing edge between the inboard flap and the aileron.

LNKAGE SYSTEM OF THE OUTBOARD FLAP A 321

For Training Purposes Only

The outboard flap is the usual type of semi monocoque structure. It has spars and ribs made of Carbon-Fibre-Reinforced Plastics ( CFRP ). Only the elements that support are made of aluminum. The skin and the leading edge are made of Carbon - Fibre - Reinforced Plastics ( CFRP ). The trailing edge is made of aluminum. The nose of the tab is also made of aluminum. The trailing edge of the tab is made of honeycomb core with a skin made of aluminum sheet metal. The carriage track 3 fitting attaches the flap to the carriage assy-track 3. The fitting has an eccentric spherical bearing. The carriage track 4 fitting attaches the flap to the carriage assy-track 4. The fitting has an eccentric spherical bearing.

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WINGS OUTBOARD FLAP

Figure 116 FRA US / T

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WINGS OUTBOARD FLAP

A 319 / 320 / 321 57 - 53

LNKAGE SYSTEM OF THE OUTBOARD FLAP The fitting for track 3 is at RIB 6. The fitting for track 4 is at RIB 15. The assembly to the flap rotary actuator. The tab of the outboard flap is operated by a linkage system. It is linked at the carriages of track 3 and track 4. Drive struts operate the tab. At RIB 2, RIB 9 and RIB 12 are tab hinge stations installed. The stations have brackets and rods which support the tab during the extension of the flap. Fairings cover the tab hinge stations. Three hoisting fittings are given to lift the outboard flap. The outboard flap has adjustable seal assemblies at the two ends to close the gap to the inboard flap and the aileron.

For Training Purposes Only

At the inboard end of the flap there is an interconnection strut. It connects the inboard and the outboard flaps. In case of a drive station failure, the interconnection strut carries the loads which result from such failure.

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A 319 / 320 / 321 57 - 53

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Lufthansa Technical Training

WINGS OUTBOARD FLAP

Figure 117 FRA US / T

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A 321 Linkage System of the Outboard Flap Page: 229

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WINGS AILERON

A 319 / 320 / 321 57 - 60

57 - 60

AILERON

GENERAL Description The aileron is installed on the fixed structure of the trailing edge. It is connected to the outer rear spar between RIB 22 and RIB 27. The aileron is extended or retracted with set spoilers for this function : - with spoilers 2 thru 5 to control roll. The aileron drive mechanism is electrically controlled ( Ref. 27 - 14 - 00 ) and uses hydraulic power to move the control surface.

For Training Purposes Only

The aileron is a wedge - shaped structure and has these resin impregnated carbon fiber components : - inboard and outboard end ribs - Internal ribs - top and bottom skins, with honeycomb cores - spar. A 320 Component Description The top and bottom skins and the end ribs of the aileron make a wedge - shaped stucture. It is strengthened by the internal ribs and the spar. Seven machined aluminum alloy brackets are attached to the spar. Two of the brackets connect to actuators which are installed on the fixed structure of the trailing edge. The other five are hinge brackets. The actuators are electrically controlled and use hydraulic power to extend or retract the aileron. Also attached to the spar are aluminum alloy diaphragms and plate seals, which make a smoother air flow around the aileron. There are two inspection holes in the spar. On the ends of the aileron there are silicon rubber seals attached to the top and bottom skins. Four static dischargers and retainers are mounted at the trailing edge of the aileron. Gaps between the aft - edges of the ribs and the channel help the aileron to drain

Two of the brackets connect to actuators which are installed on the fixed structure of the trailing edge. The other five are hinge brackets. The actuators are electrically controlled and use hydraulic power to extend or retract the aileron. Also attached to the spar are aluminum alloy diaphragms and plate seals, which make a smoother air flow around the aileron. There are two inspection holes in the spar. On the ends of the aileron there are silicon rubber seals attached to the top and bottom skins. Four static dischargers and retainers are mounted at the trailing edge of the aileron. Gaps between the aft-edge of the ribs and the channel help the aileron to drain. A 321 Component Description The top and bottom skins and the end ribs of the aileron make a wedge - shaped stucture. It is strengthened by the internal ribs and the spar. Seven machined aluminum alloy brackets are attached to the spar. Two of the brackets connect to actuators which are installed on the fixed structure of the trailing edge. The other five are hinge brackets. The actuators are electrically controlled and use hydraulic power to extend or retract the aileron. Also attached to the spar are aluminum alloy diaphragms and plate seals, which make a smoother air flow around the aileron. There are two inspection holes in the spar. On the ends of the aileron there are silicon rubber seals attached to the top and bottom skins. Four static dischargers and retainers are mounted at the trailing edge of the aileron. Gaps between the aft-edge of the ribs and the channel help the aileron to drain.

A 319 Component Description The top and bottom skins and the end ribs of the aileron make a wedge - shaped stucture. It is strengthened by the internal ribs and the spar. Seven machined aluminum alloy brackets are attached to the spar. FRA US / T

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WINGS AILERON

A 319 / 320 / 321 57 - 60

NM8 57 60 00 0 AAMO 00

For Training Purposes Only

TYPICAL SECTION

Figure 118 FRA US / T

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Aileron Page: 231

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WINGS SPOILERS

A 319 / 320 / 321 57 - 70

57 - 70

SPOILERS

GENERAL Description There are five spoilers on the upper surface of the wing trailing edge. Spoiler 1 is connected to the rear false 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. The spoilers are extended or retracted for these functions : - roll function - speedbrake function - ground spoilers function. The drive mechanism of the spoilers is electrically controlled ( Ref. 27 - 90 - 00 ) and uses hydraulic power to extend or retract the spoiler surfaces ( Ref. 27 - 64 - 00 ).

For Training Purposes Only

Component Description The spoilers are wedge-shaped structures. They have carbon-fibre top and bottom skins, sides and a trailing edge profile, bonded to a honeycomb core. They are connected by aluminum-alloy attachment fittings and hinges to the rear spar and rear false spar.

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A 319 / 320 / 321 57 - 70

A 319 / 320

A 321

For Training Purposes Only

Lufthansa Technical Training

WINGS SPOILERS

Figure 119 FRA US / T

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Spoilers Page: 233

 Lufthansa Technical Training

06 - 31

A 320

Training Purposes Only For For Training Purposes Only

A 320 FUSELAGE STATIONS AND FRAMES

Dimentions and Areas Stations

HORIZONTAL STABILIZER

Figure A FRA US / T

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A 320 Fuselage Station and Frames and Horizontal Stabilizer Stations and Ribs Page: 234

Training Purposes Only For For Training Purposes Only

 Lufthansa Technical Training

TECHNISCHE SCHULUNG

A 319 / 320

Lufthansa

VERTICAL STABILIZER

06 - 31

LEFT HAND WING

Dimensions and Area Stations

HORIZONTAL STABILIZER

NOTE : STATION REFERENCES GIVEN, APPLY TO THE INTERSECTION OF THE RIB WITH THE DATUM LINE OF THE FRONT SPAR, MEASURED AT 90 DEG. TO RIB 1. LH WING SHOWN, RH WING SIMILAR.

Figure B FRA US / T

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Rib Stations of Wing and Stabilizers Page: 235

52 - 36

 Lufthansa Technical Training

Doors Cargo Doors Hydraulic Schematic

A 319 / 320 / 321

Training Purposes Only For For Training Purposes Only

Figure C FRA US / T

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Cargo Door Hydraulic Schematic Page: 236