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AIRBUS

A 319/320/321
ATA 5157
Structures
0610

EASA Part 66 B1
A320 5157 B1 E

For training purposes only.


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Lufthansa Technical Training

DIMENSIONS AND AREAS


GENERAL

A 319 / A320 / A321


06 00

ATA 06

DIMENSIONS AND AREAS

0600

GENERAL

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

see
see
see
see

06 10
06 20
06 30
06 40

For Training Purposes Only






FRA US/T-5 RrU AUG. 04

Page: 1

Lufthansa Technical Training

DIMENSIONS AND AREAS

A319 / A320 / A321


06 10

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:

A319 100

Overall Length

33.893 m
111.0204 ft

3.950 m

A319

155.5118 ft

A320

A321

33.913 m

111.2631 ft

Area

122.4 m 2

1317.50 ft

A319

A320

A321

Area of THS

31 m 2

333.68 ft 2

Area of Vertical
Stabilizer

21.5 m 2

2
231.42 ft

11.75 m

Height
For Training Purposes Only

44.507 m
146.0204 ft

Span

Stabilizers:

Weights:

FRA US/T-5 RrU AUG. 04

A321100/ 200

37.573 m
123.271 ft

Width

Wings:

A320 200

A319

11.76 m
A320

A321

max. TO Weight

68.000 kg

73.500 kg

83.000/89.000kg

max. Landing Weight

61.000 kg

64.500 kg

73.500/75.500kg

Empty Weight

35.400 kg

37.230 kg

47.500kg

Page: 2

Lufthansa Technical Training

DIMENSIONS AND AREAS

06 10

35

24

For Training Purposes Only

A319 / A320 / A321

24

35.8

32

24

47.5

64

51

32/35

Figure 1
FRA US/T-5 RrU AUG. 04

47

47/51

87

87

64

64

87

Fuselage Length Differences


Page: 3

Lufthansa Technical Training

DIMENSIONS AND AREAS

A319 / A320 / A321


06 10

FUSELAGE DATUM LINES


Coordinate System
for messurements and location of components within the fuselage of the A320
Familiy a metrical coordination system is in use. It exists of three a datum
lines :
 X

means length distances from X 0 also called .STA 0 .


It defines forward and aft distances from any point ( STA ) to
STA 0 . STA 0 is 2540 mm forward of the radom.

 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

 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-5 RrU AUG. 04

Page: 4

A319 / A320 / A321


06 10

NM5 06 10 00 0 AEMO 01

Lufthansa Technical Training

DIMENSIONS AND AREAS

SECTION
AA
Reference Planes

Coordinate Origin
X/STA2540
X/STA3500/FR1

For Training Purposes Only

2540
mm

CENTER
LINE

CL
X/STA 0

X/STA3340/FR0

Figure 2
FRA US/T-5 RrU AUG. 04

Fuselage Datum Lines


Page: 5

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

0620

ZONING

MAJOR ZONES
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-5 RrU AUG. 04

Page: 6

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DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

Example A320
200

300

600

500

100

400

700

STATIC GROUND

300

For Training Purposes Only

800

800

700

800

100

700

Figure 3
FRA US/T-5 RrU AUG. 04

200

800

800

A 320 Major zones


Page: 7

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

MAJOR SUB ZONES

Description
Major sub-zones are identified through tenth digit of the three digit zone number. Numbering takes places within the major zone from

For Training Purposes Only

 from front to rear and


 from inboard to outboard, e. g. 210, 220 etc. except 190 are wing to body
fairings

FRA US/T-5 RrU AUG. 04

Page: 8

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

Example A320
830
840
830
840

830
840

320

220

230

240

STA40113
FR87

310

250

210
110

130

140

150

160

170

190
STA26162 / FR70

810
120

820

STA3500 / FR1

820

820

710

820
STA26162 / FR56

730
740

For Training Purposes Only

SECTION
190

190

190

190

Figure 4
FRA US/T-5 RrU AUG. 04

Major Sub zones


Page: 9

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

ZONES
Description
A zone defines a certain position within that major sub-zone. They are identified through single digit numbering, counting from 0 to 9. Numbering within a
major sub-zone happens as follow :
 from front to rear
 from inboard to outboard
 uneven numbers ( e. g. 131, 211, etc. ) identify the left hande side of the
center line
 even numbers ( e. g. 142, 162, 264, etc. ) identify the right hand side
of the center line
For Example : 162
1 major zone 100 identifies the range below center line.
6 major sub-zone160 identifies the bulk cargo compartment.
2 zone 162 identifies the forward, right hand part of the bulk cargo
compartment.

For Training Purposes Only

NOTE : Wings, stabilizers and engine nacelles have similar major subzones and zones.

FRA US/T-5 RrU AUG. 04

Page: 10

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

Example A320
323

324

322

211
212

223
224

141
142

233
234

253
244

145
146

253
254

263
264

325
321
326

221
222

251
252

241
242

110

131
132

261
262

315
316

311
312

317

171
172

151
152

313
314

123
124

125 129 127


126
128

133
134

137
138

191
192

195
196

147
148

197
198

153
154

161
162

163
164
MLG DOOR

31

For Training Purposes Only

STA1307
192

191

51

196

STA2456 / FR53

STA1323 / FR31

ZONE
744

198

ZONE
734

197

197
198

192

191
195
196
195

Figure 5
FRA US/T-5 RrU AUG. 04

Fuselage Major zones; Major subzones and zones


Page: 11

A 319 / A320 / A321


06 20

Note:
The passenger/crew-doors, cargo-compartment doors, avioniccompartment and landing-gear doors are identified by the zone
numbers, because each of these doors is a zone in itself.

For Training Purposes Only

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

FRA US/T-5 RrU AUG. 04

Page: 12

Lufthansa Technical Training

DIMENSIONS AND AREAS


ZONING

A 319 / A320 / A321


06 20

Example A321
LEFT HAND SIDE

831

833

834

832

813

811
812

RIGHT HAND SIDE

844

For Training Purposes Only

842

826

843

841

822

825
824

Figure 6
FRA US/T-5 RrU AUG. 04

A 321 Door Zone Numbers


Page: 13

Lufthansa Technical Training

DIMENSIONS AND AREAS


STATIONS

06 30

0630

SECTIONS/STATIONS/FRAMES

SECTION NUMBERS
Description
This part gives informations about the sections, their related stations and
frames or ribs.

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








For Training Purposes Only

A319 / A320 / A321

Fuselage
Wing
Vertical Stabilizer
Horizontal Stabilizer
Engine
Landing Gear
Belly Fairing

10 thru 19.1 ( shown )


20
30
35
40
50
60

Stations numbers ( STA )


The station designation system is used to identify reference planes and points
along those planes, providing a means of identifying the location of structure.
A station corresponds to a cross section ( plane ) for a given assembly group,
as fuselage, engine nacelle, wing, vertical 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.

FRA US/T-5 RrU AUG. 04

Frames numbers ( FR )
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 A320/A319 has seven sections. The
A321 has nine sections.
SECTION

DESIGNATION

STATIONS

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

33409500
950015367
1536721361
2136130429
3042933655
3365536617
3665540113

024
2435
3547
4765
6570
7077
7787

Additional Sections A321


SECTION

DESIGNATION

STATIONS

FRAMES

14A
16A

Forward Fuselage
Rear Fuselage

1536719634
2562928296

3535.8
4747.5

Page: 14

Lufthansa Technical Training

DIMENSIONS AND AREAS


STATIONS

A319 / A320 / A321


06 30

19.1

15

19
18
16 A
A 321
Only

16/17

For Training Purposes Only

21

13/14

14 A
A 321
Only

11/12

Figure 7
FRA US/T-5 RrU AUG. 04

Section Reference Numbers


Page: 15

Lufthansa Technical Training

DIMENSIONS AND AREAS


ACCESS PROVISIONS

06 40

0640

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.
 from the inside to the outside, or
 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 zone if necessary.
Location letters are:
 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

A319 / A320 / A321

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
 U Top ( upper surface )
 D Bottom ( lower surface )
 P Left
 S Right
 G Floor Panel
 X Sidewall panel
 Y Ceiling Panel
NOTE : 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 zone number.
For more rules see AMM 06 40 00
EXAMPLE: Panel 121AL
ZONE
121

1 2 1 A L

SUFFIX
AL

FUSELAGE POSITION
Forward Fuselage, lower half, first panel in
Zone 121 Bottom ( access to ExternalPower-Panel ) see NOTE.

MAJOR ZONE 100


MAJOR SUB ZONE 120
ZONE 121
ALPHABETIC DOOR SEQUENCE
LEFT ( Location )

FRA US/T-5 RrU AUG. 04

Page: 16

Lufthansa Technical Training

DIMENSIONS AND AREAS


ACCESS PROVISIONS

A319 / A320 / A321


06 40

Access Panel Identification

For Training Purposes Only

110AL

811
121AL

812

Figure 8
FRA US/T-5 RrU AUG. 04

Access left side radome, avionic compartments, nose landing gear


Page: 17

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LIFTING AND SHORING


LIFTING

07 10

ATA 07

LIFTING AND SHORING

JACKING FOR A / C MAINTENANCE OPERATIONS


Description
This chapter provides information about lifting and shoring of the aircrafts.
07 10
11
12
07 20

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

Observe the maximum permitted aircraft weight for jacking ( e.g. A 320
59.000 kg )
Before you lift the aircraft with jacks make sure :

For Training Purposes Only

A319 / A320 / A321

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.

During jacking the maximum load at each hydraulic jack must be observed and
not exceeded.
Furthermore 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.
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, with 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.
 one point is under the forward fuselage at FR 9
 the two other points are under the wings at rib 9.
When the aircraft is on jacks, place a safety stay between FR 73 and FR 74.
This prevents any accidental movement of the aircraft.
FRA US/T-5 RrU AUG. 04

Page: 18

Lufthansa Technical Training

LIFTING AND SHORING


LIFTING

A319 / A320 / A321


07 10
Jacking Pad
Point A

JACKING POINT B

Jacking Pad Point B

FR74
FR73
FR 8
RIB 9
NM5 07 11 00 2 AAM0 05

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

WING L / H RB 9
JACKING POINT B

20107

6497.25

WING R / H RB 9
JACKING POINT B

Z ( mm )

MAXIMUM
JACKING FORCE

2100
828.35

Trim Indicator

6800 daN
28500 daN
A

20107

6497.25

828.35

28500 daN

B
C
D
E
F
G

MAX. PERMITTED
AIRCRAFT WEIGHT
FOR JACKING

A 319

A 320

A 321

57.000 kg

59.000 kg

69.000 kg

Figure 9
FRA US/T-5 RrU AUG. 04

Aircraft Jacking Points


Page: 19

Lufthansa Technical Training

LIFTING AND SHORING


LANDING GEAR JACKING

A319 / A320 / A321


07 12

LANDING GEAR LIFTING


Jacking for Wheel Change :
 Make sure that the ground safety locks are installed on the landing
gears.
 The hydraulic jacks have to be positioned from behind to prevent damage
to the sensors of the weight and balance system.
 The aircraft can be lifted at the landing gears up to its max. weight to
change wheels.
 Make sure that the parking brake is released.
 use the right nose landing gear jack adapter and install that tool 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-5 RrU AUG. 04

Page: 20

A319 / A320 / A321


07 12

Nose Landing Gear

For Training Purposes Only

Lufthansa Technical Training

LIFTING AND SHORING


LANDING GEAR JACKING

Main Landing Gear ( Typical )

JACKING POINT
JACKING POINT

Figure 10
FRA US/T-5 RrU AUG. 04

NLG and MLG Jacking


Page: 21

Lufthansa Technical Training

LEVELING & WEIGHING

A319 / A320 / A321


0800

ATA 08

LEVELING & WEIGHING

LEVELING
Quick 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
D 4 position.
Precise leveling must be done by means of sighting tubes and sighting rods.

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-5 RrU AUG. 04

Page: 22

Lufthansa Technical Training

LEVELING & WEIGHING

A319 / A320 / A321


0800

192 MB

6QT

FR38

For Training Purposes Only

39QM

Figure 11
FRA US/T-5 RrU AUG. 04

Leveling indicator
Page: 23

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

ATA 09 TOWING AND TAXIING


GENERAL
Description and Operation
This chapter is divide in :
 Towing
see 09 10
 Taxiing
see 09 20
 Dangerous Jet Engine Suction / 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-5 RrU AUG. 04

Page: 24

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

 11 degrees A 320

For Training Purposes Only

HOTIZONTAL PLAN

Figure 12
FRA US/T-5 RrU AUG. 04

MLG towing of aircraft


Page: 25

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

TOWING
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.
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.

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.
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 dimension 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.

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.

FRA US/T-5 RrU AUG. 04

Page: 26

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

< 300mm

For Training Purposes Only

TOW BAR

TOW TUG
3m ( 10ft )

NOTE :

MAINTAIN A MINIMUM OF 3 METERS ( 10 FT. )


SEPARATION FROM THE NOSE WHEELS, TOW
BAR AND TUG WHILE AIRCRAFT IS MOVING

Figure 13
FRA US/T-5 RrU AUG. 04

Towing of A319 / A320 / A321


Page: 27

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

LIMIT LOADS AND ANGLES


- ln towing configurations the safety pin locks the control lever on the interphone 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.

TOWING FORCES
BREAKEAWAY

6% MTW

ROLLING

3% MTW

BREAKEAWAY
ON SLOPE

6% MTW
+1% MTW PER
1% SLOPE

ROLLING
ON SLOPE

3% MTW
+1% MTW PER
1% SLOPE

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
permitted.
- for a tractor without tow bar, a maximum speed of 32 km / h ( 19.8 mph )
is permitted.

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-5 RrU AUG. 04

Page: 28

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


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 14
FRA US/T-5 RrU AUG. 04

A 319 / A320 / A321 Towing / Pushing


Page: 29

Lufthansa Technical Training


For Training Purposes Only

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

TOWING WITH THE NOSE GEAR


Reason for the Job
To push the aircraft rearward or tow the aircraft forwards with :
 the tow fitting on the front of the nose landing gear
 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.
B. On the N / W Steering deactivation electrical box 5GC :
 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 sure that the ACCU PRESSURE is correct :
 The usual pressure is 3.000 psi ( 206 bars ).
 the minimum pressure is 1.500 psi ( 103 ) bars ).
NOTE : A pressure of 3.000 psi ( 206 bars ) permits 7 brake operations.
F. Install the Hydro AS34 or equivalent on the two fitting
NOTE : The tow bar has :
 a damping system
 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.
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

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 :
 first disconnect the towbar from the nose landing gear fitting
 than remove the tow lever SAFETY PIN
If the nose wheel are not aligned with aircraft centerline, this prevents :
 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 dor 121AL.
H. Remove the SAFETY PIN.
J. Set the ground towing control lever to the normal position.

Procedure
A. Tow slowly and smoothly
NOTE : During towing operations, put
 one person in the cockpit to operate the brakes if necessary
 two person to monitor wing tips.

FRA US/T-5 RrU AUG. 04

Page: 30

Lufthansa Technical Training

TOWING & TAXIING


TOWING

A319 / A320 / A321


09 10

Towing Lever set to Towing / Push Back


Position

Towing Lever in Flight Position

For Training Purposes Only

TOWING LEVER

NORMAL POSITION
( NWS OPERATIONAL )
TOWING POSITION
( NWS DEACTIVATED )

Figure 15
FRA US/T-5 RrU AUG. 04

N / W Steering Deactivation Electrical Box


Page: 31

Lufthansa Technical Training

TAXIING
DANGEROUS AREAS

A 319 / A320 / A321


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.

Dangerous Areas:
Jet Engine Exhaust Velocity ft/sec ( m/sec )

TAKE OFF POWER


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-5 RrU AUG. 04

AIR PLAN CL

Page: 32

Lufthansa Technical Training

TAXIING
DANGEROUS AREAS

A 319 / A320 / A321


CFM 56 5A / IAE V 2500

09 20
( METERS )
FEET

Dangerous Engine Areas:


T / O Thrust

19 ft
( 5.79 m )
3.0 ft

For Training Purposes Only

( 0.91m )

INTAKE SUCTION DANGER AREA IDLE POWER


ENTRY CORRIDOR
EXHAUST DANGER AREA

30

Figure 16
FRA US/T-5 RrU AUG. 04

Dangerous Engine Areas


Page: 33

Lufthansa Technical Training

PARKING & MOORING


GENERAL

A319 / A320 / A321


1000

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-5 RrU AUG. 04

Page: 34

Lufthansa Technical Training

PARKING & MOORING


GENERAL

A319 / A320 / A321


1000

A
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 17
FRA US/T-5 RrU AUG. 04

Protective Equipment Covers


Page: 35

A319 / A320 / A321


1000

NLG & MLG SAFETY DEVICES


Storage
During flight the safety devices are stored in a box.The box is installed in the
cockpit on the floor behind copilots seat.
NOTE: At Lufthansa aircrafts the safety devices are stored on a bracket in the
yellow hydraulic bay. ( unit zone 196 )

For Training Purposes Only

Lufthansa Technical Training

PARKING & MOORING


GENERAL

FRA US/T-5 RrU AUG. 04

Page: 36

Lufthansa Technical Training

PARKING & MOORING


GENERAL

A319 / A320 / A321


1000

LOCK STAY

For Training Purposes Only

LOCK STAY

Figure 18
FRA US/T-5 RrU AUG. 04

Gear Safety Devices


Page: 37

Lufthansa Technical Training

DOORS
GENERAL

A 319 / A320 / A321


52 00

ATA 52

DOORS

52 00 DOORS
GENERAL

For Training Purposes Only

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.
Passenger and Crew Doors
This aircraft has 4 entrances / emergency exits, called type 1 door, two doors of
each fuselage side.
 This doors are plug type doors. That means under cabin differential pres
sure the doors will be pressed against fuselage mounted stop fittings to
transfer the door pressure force to the fuselage structure.
 This doors can be opened from the inside as well as from the outside.
 All 4 doors will be used in case of emergency as emergency exits, therefore
each door is equipped with an emergency-escape-slide.
Overwing Emergency Exits
Four exits called type 3, two on each side of 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.
 This exits are plug type doors.
 This exits can be opened from the inside as well as 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.
 Forward and aft cargo compartment door
- they are none plug type doors. Cabin pressure force will be transfered
the latch mechanism.
 Bulk cargo compartment door

FRA US/T SeG 01.07.02

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 (Option)
Is the last cargo door on the right hand side of the fuselage.
 Is a plug type door
 when unlocked opens inside and swings to the compartment ceiling,where it
is mechanicaly secured.
 The door can be unlocked and locked from the outside and inside.

A 319 DOORS
In the pressurized area :
 2 Cargo compartments doors ( 825, 826 )
 2 Overwing emergency exits ( 834, 844 )
 4 Passenger and crew doors or cabin doors useable as emergency exits
( 831, 841, 832, 842 )
 4 Doors to give access to the avionic compartments (811, 812, 822, 824)

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

Page: 38

Lufthansa Technical Training

DOORS
GENERAL

A 319 / A320 / A321


52 00

A319 / 320

841

811

811
812
824
825

822

842

826
827
(OPTIONAL)

842

844

For Training Purposes Only

832

843
834
841
NOTE: EXITS 833 & 843 NOT ON A319

833
831

Figure 19
FRA US/T SeG 01.07.02

A320 Passenger, Crew and Service Doors


Page: 39

A 319 / A320 / A321


52 00

A321 DOORS
In the pressurized area :
 2 Cargo compartments doors ( 825, 826 )
 4 emergency exits or cabin doors usable as emergency exits
( 833, 843, 834, 844 )
 4 Passenger and crew doors or cabin doors usable as emergency
exits ( 831, 841, 832, 842 )
 4 Doors to give access to the avionic compartments
( 811, 812, 822, 824 )
 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 SeG 01.07.02

Page: 40

Lufthansa Technical Training

DOORS
GENERAL

A 319 / A320 / A321


52 00
841

A 321

843
811
811
823
825

812

824

844
842

842

B
827

826

844
832

For Training Purposes Only

834

841

843

833

831

Figure 20
FRA US/T SeG 01.07.02

A 321 Passenger, Crew and Service Doors


Page: 41

A 319 / A320 / A321


52 00

SERVICE & MAINTENANCE ACCESS


A 319 / 320 / 321 Service and Maintenance Access
In the unpressurized areas :
 1 Accessory compartment access door ( 312AR )
 1 APU exhaust access fairing ( 317AL)
 1 APU access door ( 315AL )
 1 APU access door ( 316AR )
 1 Maintenance door ( 314AR )
 1 Aft lavatory service door ( 172AR )
 1 External power receptacle (( 121AL )
 1 FWD potable water service door ( 133AL )
 1 MID potable water service door ( 192NB ) (A320 ONLY)
 1 Aft potable water service door ( 171AL )
 1 FWD cargo compartment door control panel door ( 134AR )
 1 Aft cargo compartment door control panel door ( 154AR )
 1 HP ground air connector door ( 191DB )
 1 Conditioned air ground connector door ( 191CB )
 1 Refuel and defuel panel door ( 192MB )

For Training Purposes Only

Lufthansa Technical Training

DOORS
GENERAL

FRA US/T SeG 01.07.02

Page: 42

Lufthansa Technical Training

DOORS
GENERAL

A 319 / A320 / A321


52 00

A 319 / 320 / 321

134AR

121AL

316AR
133AL
172AR

317AL

154AR

171AL

314AR
315AL
312AR

A
192NB

191CB

For Training Purposes Only

(A320
only)
191DB
192MB

Figure 21
FRA US/T SeG 01.07.02

Service and Maintenance Doors / Panels


Page: 43

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A319 / A320 / A321


52 - 20

52 20 EMERGENCY EXITS
EMERGENCY EXITS GENERAL
General
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 :
- A 319 2 overwing emergency exit hatches, one on each side.
- A 320 4 overwing emergency exit hatches, two on each side.
- A 321 4 additional Passenger Crew / Emergency Doors

For Training Purposes Only

In the cockpit there are two sliding windows as the emergency exits for the pilots.

FRA US/T

SeG 01.07.02.

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A319 / A320 / A321


52 - 20

A319 / 320 Shown ( For A321 see Pax / Crew Doors )

Escape Slide Arrangement


A

32 x 73 EXIT WITH SINGLE LANE


SLIDE or SLIDE RAFT

TYPE lll OVERWING EXITS 20 x 40

DOUBLE LANE SLIDE

SLIDING WINDOW

Double Lane Offwing Slide ( Typical )

A
C
D
B
D
C

For Training Purposes Only

Figure 30
FRA US/T

SeG 01.07.02.

A319 / A320 Emergency Hatches

Lufthansa Technical Training


For Training Purposes Only

DOORS
EMERGENCY EXITS

A 319 / A320
52 - 20

EMERGENCY EXIT HATCHES A319 / A320


Description
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.
It exists a mechanical connection between the emergency exit hatches and the
release mechanism of the escape slides. The system is normaly in armed position.
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.
Removal of the Emergency Exit Hatch from the inside in ARMED mode
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 to make the MASTER CAUTION
LIGHT on.
The other signal is sent to a visual warning in the cabin, to tells the attendants
that one of the emergency exit hatches is not correctly closed.
Pull the hatch control handle down by means of the pull lever and hold the
emergency exit hatch in position. This causes the springloaded linkage to fall
down and engage the special bolt of the hatch control handle to block it.
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.

FRA US/T SeG 01.07.02

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.
The release lever operates the slide release mechanism which inflates
the emergency escape slide.

Removal of the Emergency Exit Hatch from the Outside in ARMED mode
Push the flush panel of the hatch control handle to the inside of the handle
frame.
This operation moves the handle down and releases the locking hooks. The
handle moves the main cover flap to the open position.
Because of the shape of the emergency exit hatch, it falls into the cabin when
the flush panel is pushed.
Push the emergency exit hatch away from the opening into the cabin.
The release lever operates the slide release mechanism which inflates
the emergency escape slide.

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A 319 / A320
52 - 20

Emergency Exit Hatches A319 / 320

A
MANUAL INFLATION
HANDLE

RELEASE LEVER
OF ESCAPE-SLIDE
RELEASE
MECHANISM

CONTROL HANDLE

A
SLIDE ARMED
WARNING LIGHT

For Training Purposes Only

COVER FLAP

COVER FLAP

EMERGENCY EXIT HATCH

Figure 31
FRA US/T SeG 01.07.02

A319 / A320 Emergency Exit Hatches

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

52 - 20
LOCKING MECHANISM OF EXIT HATCHES
Description
The essential parts of the locking mechanism are :
- the locking shaft unit and
- the hatch control handle.
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 in 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 back lock lever keeps the handle in lower position.
The hatch control handle exists of pull lever and flush panel. If the handle pull
lever moves downwards, the flush panel remains. If the flush panel is operated,
the handle 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

For Training Purposes Only

A 319 / A320

Removal of the Emergency Exit Hatch from the inside in MAINTENANCE


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 SAFETY PIN of
the inflation reservoir is installed. ( Aft cargo compartment )
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 latch pin extends and causes the latch pin to retract to the DISARMED position.
Pull the lever of the hatch control handle down and hold the emergency exit in
position. This causes the springloaded back lock lever to fall down and engage the special bolt of the pull lever and blocks it.
FRA US/T SeG 01.07.02

The operation of the hatch control handle pull lever 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
goes free of the escape slide mechanism 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 safety, install a RIGGING PIN in the provision of the hatch frame. This prevents an accidental operation of the escape slide.

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 correctly locked. Lift the
springloaded back lock lever 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.
Lock the latch pin of the slide release mechanism in ARMED position ( the related SLIDE ARMED light comes on ).Install the cover flap of the latch control
handle ( the SLIDE ARMED light goes off )
Remove the SAFETY PIN from the Inflation Reservoir and close the Reservoir
access panel.

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A 319 / A320
52 - 20

Locking Mechanism

Inflation Reservoir ( AFT Cargo Compartment )


RELEASE LEVER
( WITH RIGGING HOLE )

LOCKING HOOK
STA 21895 FR48

LATCH PIN

GUIDING FITTING

Hatch Control Handle


SAFETY PIN

FLUSH PANEL

For Training Purposes Only

( OUTSIDE )

BACK LOCK
LEVER

VALVE / REGULATOR
ASSEMBLY

CONTR. HANDLE
PULL LEVER

Figure 32
FRA US/T SeG 01.07.02

A319 / A320 Emergency Exit Hatches

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A 319 / A320
52 - 20

SLIDE RELEASE MECHANISM

For Training Purposes Only

MANUAL RELEASE HANDLE

RELEASE LEVER

MANUAL RELEASE HANDLE


RELEASE LEVER

FRA US/T SeG 01.07.02

Lufthansa Technical Training

DOORS
EMERGENCY EXITS

A 319 / A320
52 - 20
Test Tool / Flexible Control Cable

COLLET

RELEASE CABLE

Inflation Reservoir Connection

COLLET

For Training Purposes Only

KNURLED SLEEVE

BLANKING CAP

CURSOR

Figure 33
FRA US/T SeG 01.07.02

A319 / A320 Flex. Ctr. Cable Test Tool

Lufthansa Technical Training

STRUCTURE
GENERAL

A319 / A320 / A321


5100

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 Airbus Industrie assembly line inTolouse and to the Airbus Deutschland GmbH assembly line for A318, A 319 and A 321 in Hamburg, Germany.
Engines can be choosen from two supplier, Commercial Fan Moteure Interna
tional CFMI 565, or International Aero Engine V 2500A5 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.
Some parts / components of primary and secondary structure are made of
composide plastic to reduce further more the weight.

FRA US/T SeG 01.07.02

This plastics are :


 GFRP Glasfiber Reinforced Plastic
 CFRP Carbonfiber Reinforced Plastic
 AFRP Aramidfiber Reinforced Plastic
Abbreviations may used
Abbreviations used in this chapter :
AFRP
Aramidfiber Reinforced Plastic
CAA
Chromic Acid Anodizing
CCC
Chemical Conversion Coating
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

Page: 110

Lufthansa Technical Training

STRUCTURE
GENERAL

A319 / A320 / A321


5100

31
18

41

19.1

16/17
42
35

19

26
27
21
13/14
11

51

12

28
22

For Training Purposes Only

52

SECTION

ATA REFERENCE

11/12

531000

SECTION

DESIGNATION

ATA REFERENCE

29

23/24/25

DESIGNATION

SECTION

ATA REFERENCE

31

554000

RUDDER

35

551000

HORIZONTAL STABILIZER

35

552000

ELEVATOR

NOSE FORWARD FUSELAGE


23 / 24 / 25

574000

FIXED AND MOVING


LEADING EDGES

DESIGNATION

13/24

532000

FORWARD FUSELAGE

15

533000

CENTER FUSELAGE

16/17

534000

REAR FUSELAGE

26

577000

SPOILERS

41

545000

PYLONS

18

534000

REAR FUSELAGE

27

575200

INBOARD FLAP

42

541000

NACELLE SECTION

19

535000

CONE / REAR FUSELAGE

27

575300

OUTBOARD-FLAP

51

322000

NOSE GEAR AND DOORS

19.1

535000

CONE / REAR FUSELAGE

28

576000

AILERONS

52

321000

MAIN GEAR AND DOORS

21

571000

CENTER WING

29

573000

WING-TIP

22

572000

OUTER WING

31

553000

VERTICAL STABILIZER

Figure 56
FRA US/T SeG 01.07.02

A 320 Major Structual Components


Page: 111

Lufthansa Technical Training


For Training Purposes Only

STRUCTURE
GENERAL

A319 / A320 / A321


5100

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 :
 AMM 51 21 00 Protective Treatment

51 22 00 Corrosion Prevention

51 23 00 Coatings Aplication

51 24 00 Sealing General

51 70 00 Repairs

51 73 00 Repairs of Minor Damage

51 74 00 Repair of Corroded Areas

51 75 00 Paint Repair

51 76 00 Sealing Repair

51 77 00 Standard Composite Repairs

51 78 00 Cleaning Processes

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 SeG 01.07.02

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 sta
bibilizer, vertical stabilizer, fairings, panels, cowlings and flight controls.
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 diffe
rent material touch. Three categorys of protection areas are seen:
-A areas in touch with air or humidity normally dry.
-B areas in touch with fuel.
-C areas in touch with hydr. fluid, grease, oil, water, waste or area bad to reach
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.The
removal of corrosion and subsequent maintenance have a direct effect on the
operational safety and the in service capability of the aircraft. As protection is
used CAA or CCC fore the al-alloy and wasch primer, primer and a top coat.

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: 112

A319 / A320 / A321


5100

For Training Purposes Only

Lufthansa Technical Training

STRUCTURE
GENERAL

Figure 57
FRA US/T SeG 01.07.02

Composite Material Application


Page: 113

Lufthansa Technical Training


For Training Purposes Only

FUSELAGE
GENERAL

A320
5300

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 structural sections for A319/A320 and eight structural sections for A321 aircrafts. The joints occuring at frames 24, 35, 47, 64 and 70.
Section 11 / 12
Forward Nose Fuselage
Section 13 / 14
Forward Centre Fuselage
Section 15
Centre Fuseiage
Section 16 /
Aft Centre Fuselage
Section 18
Aft Fuselage
Section 19
Forward Tailcone.
Section 19.1
Aft Tailcone.

FRA US / T SeG 01.07.02

Page: 114

A320
5300

For example A320

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
GENERAL

Figure 58
FRA US / T SeG 01.07.02

Sectoion Reference Numbers


Page: 115

A319 / A320 / A321


5310

5310

NOSE FORWARD FUSELAGE

NOSE FORWARD 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 center 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 20, it consists of integrally machined panels. A
jacking point is provided at the aircraft centre Iine between frames 8 and 9.
Frame 1 provides attachment for the machined flat front pressure bulkhead and
a mounting for the radome.
Between frames 16 and 20, below the floor structure, space and structural provisions are made for installation of the optional airstairs.

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
NOSE FWD FUSELAGE

FRA US/T-5 RrU AUG. 04

Page: 116

A319 / A320 / A321


5310

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
NOSE FWD FUSELAGE

Figure 59
FRA US/T-5 RrU AUG. 04

Nose Fuselage Sec. 11/12


Page: 117

Lufthansa Technical Training

FUSELAGE
FORWARD FUSELAGE

A319 / A320 / A321


5320

53 20 FORWARD FUSELAGE
FORWARD FUSELAGE ( SECTION 13 / 14 )

Section 14A A321 only

Description
This section 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 Zshaped section made from
formed sheet which provides a continuous structural member attached to the
skin and stringers by sheet metal cleats.

FORWARD FUSELAGE ( SECTION 14A ON A321 )

For Training Purposes Only

Description
This region of the fuselage Iies between frames 35.1 and 35.8. It contains also
the front part of the passenger cabin and beneath the cabin floot; the forward
freight compartment. It has, on both sides emergency exits and containers to
carry the slide rafts for this exits. Construction like section 13/14.

FRA US / T SeG 01.07.02

Page: 118

A319 / A320 / A321


5320

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
FORWARD FUSELAGE

Figure 60
FRA US / T SeG 01.07.02

Forward Fuselage Sec. 13/14


Page: 119

Lufthansa Technical Training


For Training Purposes Only

FUSELAGE
CENTER FUSELAGE

A319 / A320 / A321


5330

53 30 CENTER FUSELAGE
CENTER FUSELAGE ( SECTION 15 )
Description
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.

Section 15

Frames
The frames are arranged at regular intervals of 533A mm ( 2l inch ) 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 ). This frames transmitte forces between wing center
box and the fuselage.
The main Ianding gear bay panels are chemically miIled, with externally riveted
stringers.
Longitudinal 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.
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. A320
aircrafts have 4,.A319s have 2, and A321s have no emergency exits in this
section.

FRA US / T SeG 01.07.02

Page: 120

A319 / A320 / A321


5330

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
CENTER FUSELAGE

Figure 61
FRA US / T SeG 01.07.02

Center Fuselage Sec. 15


Page: 121

Lufthansa Technical Training

FUSELAGE
CENTER FUSELAGE

A319 / A320 / A321


5330

Belly Fairing
The belly fairing is a permanent extension to the lower fuselage and is installed
at STA1307 (between FR30 and FR31) thru STA2456/FR53. The structure extends around the air conditioning and the hydraulic services equipment for the
aircraft.
It gives easy access for maintenance procedures to the equipment. The belly
fairing spans the width of the lower fuselage, between the left and right wings.
The extension of the structure around both wing roots completes the wingto
fuselage fillet zone.
The main landing gear bay is installed between FR42 and FR46. When the
landing gear doors are up and locked (landing gear up or fully extended), the
doors complete the belly fairing profile.
The belly fairing structure is made of frames, support struts and skin panels.
Rivets attach the frames to the aircraft lower fuselage. Most of the frames become an extension to the aircraft fuselage frames. They are installed between
FR31 thru FR42 and FR46 thru FR52.
A keel beam gives longitudinal structural strength at the lower center of the
belly fairing. Rivets attach the beam to the bottom of the aircraft keel beam and
to FR47. The bellyfairing keelbeam is installed between FR36 thru FR47.

For Training Purposes Only

The belly fairing panels are made of honeycomb core, which is bonded between GlassfiberReinforced Plastic (GRP) sheets. You can remove all the
panels from the structure. Some of them have quickrelease fittings for easy
opening or removal to give fast access to the equipment.
A blowout panel is included in the air conditioning services panel,192KB. If an
overpressure condition occurs in the air conditioning bay, the blowout panel
will open. The panel is pushed open against spring tension and remains open
until it can be closed by hand during ground maintenance.

FRA US / T SeG 01.07.02

Page: 122

A319 / A320 / A321


5330

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
CENTER FUSELAGE

Figure 62
FRA US / T SeG 01.07.02

Center Fuselage Belly Fairing


Page: 123

A319 / A320 / A321


5340

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

Section 16A A321 only

Description
This part of the fuselage Iies between frames 47 and 70. 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 rear 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.

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
REAR FUSELAGE

FRA US / T SeG 01.07.02

Page: 124

A319 / A320 / A321


5340

For Training Purposes Only

Lufthansa Technical Training

FUSELAGE
REAR FUSELAGE

Figure 63
FRA US / T SeG 01.07.02

Fuselage Sec. 16 / 17 / 18
Page: 125

Lufthansa Technical Training

FUSELAGE
CONE / REAR FUSELAGE

53 - 50

53 50 CONE / REAR FUSELAGE


TAIL CONE ( SECTION 19 / 19.1 )
Description
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 19 between frames 70 and 77.
The section 19.1 aft of frame 77.
Section between Frames 70 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 70 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.

For Training Purposes Only

A319 / A320 / A321

There is a central tubular bracing structure which transfers side load from the
tailplane into the upper and lower bracing structure.
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.

Tailplane Attachment Structure


The fuselage region between frames 73 and 77 houses the trimming tailplane.
Between frames 74 and 77 there is a Iarge cutout 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 cutout 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.
FRA US / T SeG 01.07.02

Page: 126

Lufthansa Technical Training

FUSELAGE
CONE / REAR FUSELAGE

A319 / A320 / A321


53 - 50

PRESSURE BULKHEAD
C70

SAFETY
VALVES
ELECTRIC

Z0

ELECTRIC

FLIGHT
CONTROLS
APU FUEL

For Training Purposes Only

HYDRAULIC
( BLUE CIRCUIT )
HYDRAULIC
( GREEN CIRCUIT )
HYDRAULIC
( YELLOW CIRCUIT )
BLEED AIR

Figure 64
FRA US / T SeG 01.07.02

Cone/Rear Fuselage Sec. 19


Page: 127

Lufthansa Technical Training

FUSELAGE
CONE / REAR FUSELAGE

A319 / A320 / A321


5350
Tail Cone Hoisting

Section aft of Frame 77


This section of the fuselage forms the removable tail 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 locally 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 aluminium alloy skin.
The tail cone is made of frames, stringers and skin plates which are riveted
together. The access door beams and the support struts increase its structural
strength.
You can remove the tail cone from the aircraft as a single unit. It is not pressurized during flight.

For Training Purposes Only

Component Description
The tail cone has:
four main attachment fittings, with two diagonal support struts, installed on the
forward frame FR78. These fittings connect the tail cone to the fuselage,
two framework fittings on the forward frame FR78. These permit the inspec
tion of the horizontal stabilizer bearings with the tail cone installed,
a failsafe fitting on the top side of the forward frame FR78. This takes the
load if one of the main attachment fittings fail,
seven APU attachment fittings for the installation of the APU and its related
equipment,
hoisting points for the removal and installation of the tailcone.
The APU compartment is a specified fire zone and firewalls close the compartment on all sides. The firewalls are made of titanium sheets. The firewalls have
cutouts for the APU related components and equipment.
A overpressure release door releases the pressure in the tail cone if there is a
sudden increase in pressure. The door closes automatically when the pressure
decreases.
A maintenance door ( 314AR ) and two access doors ( 315AL and 316AR ) are
installed in the lower surface of the tailcone. They give access to the APU and
its related components.
FRA US/T-5 RrU AUG. 04

FR 84
SELF ADHESIVE DISC

FR 78

HOISTING LUG

Page: 128

Lufthansa Technical Training

FUSELAGE
CONE / REAR FUSELAGE

A319 / A320 / A321


5350

OVERPRESSURE
RELEASE DOOR
FIREWALL

APU ACCESS DOORS


315AL 315AR

For Training Purposes Only

FIREWALL

MAINTENANCE
DOOR 314AR

MAIN ATTACHMENT
FITTING ( TYPICAL )

Figure 65
FRA US/T-5 RrU AUG. 04

Tail Cone Sec. 19.1


Page: 129

Lufthansa Technical Training

NACELLES / PYLON
PYLON

A319 / A320 / A321


5400

ATA 54

NACELLES / PYLON

GENERAL
Description
The engine mounting pylons are convertible to accept the CFM 56 or
IAE V2500 engines.
The role of the pylon on each wing 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, cantilevered from the wing box with statically determined attachments. It consists of a main frame, auxiliary structure
and main- auxiliary attachment fittings. All engine cowls are attached to the
main frame.
Pylon and pylon fairings are interchangeable between aircraft at the same position.

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 cowl 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.

For Training Purposes Only

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

FRA US / T SeG 01.07.02

Page: 130

A319 / A320 / A321


5400

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON
PYLON

Figure 66
FRA US / T SeG 01.07.02

Pylon
Page: 131

Lufthansa Technical Training

NACELLES / PYLON
PYLON

A319 / A320 / A321


5400

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 1 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 engines and to rib 4 for the IAE V2500 engines by means of
four tension bolts which go through an intermediate double fitting.

FRA US/T-5 RrU AUG. 04

Page: 132

Lufthansa Technical Training

NACELLES / PYLON
PYLON

A319 / A320 / A321


5400

REAR UPPER SPAR


SIDE PANEL

10
9
8
7
UPPER SPAR
6

LOWER SPAR

5
4

For Training Purposes Only

3
V 2500
2
CFM 56

RIB 1

ADAPTOR
FRONT PYRAMID

Figure 67
FRA US/T-5 RrU AUG. 04

Convertible Pylon Primary Structure


Page: 133

A319 / A320 / A321


5400

NACELLES
General
The hinged cowls are of composite type of construction with the exception of
the inlet cowl Iip and the exhaust nozzle, which are metallic parts.
( For details see chapter 71 ).

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON
PYLON

FRA US / T SeG 01.07.03

Page: 134

A319 / A320 / A321


5400

For example IAE V2500


ENGINE MOUNTS

For Training Purposes Only

Lufthansa Technical Training

NACELLES / PYLON
PYLON

CASCADE THRUST
REVERSER

FAN COWLING
AIR INLET

Figure 68
FRA US / T SeG 01.07.03

Engine Nacelles
Page: 135

Lufthansa Technical Training


For Training Purposes Only

STABILIZERS

A319 / A320 / A321


5500

ATA 55

STABILIZERS
ELEVATORS

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 boxes with a center kink joint at rib. 1.
The main box is of carbon fibre composite design it has two spars respectively
Iocated at 23% and 52% chord.
The skins are stiffened by 1 section stringers and thirteen solid Iaminate
ribs. The center 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 flanges 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 plastic material
( 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 control 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.

FRA US / T SeG 01.07.02

Description
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.

Page: 136

Lufthansa Technical Training

STABILIZERS

A319 / A320 / A321


5500

REAR SUPPORT FITTING


( TYP: )
HINGE ARM
( TYP: )
ACCESS PANEL
( TYP. )

ELEVATOR
( TYP. )

For Training Purposes Only

STRUCTURE BOX

CENTER JOINT

JACK SCREW
FITTINGS

TIP

3 SECTION
LEADING EDGE

Figure 69
FRA US / T SeG 01.07.02

Horizontal Stabilizer
Page: 137

Lufthansa Technical Training


For Training Purposes Only

STABILIZERS

A319 / A320 / A321


5500

VERTICAL STABILIZER ( FIN )

RUDDER

Description
The fin comprises a main box, a removable Ieading edge, rear shrouds, a tip
and single unit rudder.
The fin box is of carbon fibre composite design. It has a front and rear spar and
an additional short centre spar between the fin root and rib 2. This design has
been chosen for fail safety and at Ieast weight.
Both, the Ieft and right hand panels are fabricated from integrated skins, 1 section stringers, spar caps, rib creats and fully Iaminated fuselage attachment
Iugs. The thicknesses of the skins, the stringer flanges 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 removable 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.

Description
The rudder is designed as a single unit with a maximum deflection of 30 to
each side. It is attached to the fin box via seven hinges and is operated by
three hydraulic servos. The composite rudder hinges are accessible through
inspection panels. The bearings can be replaced without removing the rudder.
The rudder is manufactured from honeycomb carbon fibre composite faced
material similar to that on the A3l0. It consists mainly of one front spar; two
side panels with integrated leading edge and a top and bottom closing rib.

FRA US / T SeG 01.07.02

Page: 138

Lufthansa Technical Training

STABILIZERS

A319 / A320 / A321


5500

FIN BOX

VERTICAL STABILIZER TIP

For Training Purposes Only

LEADING EDGE

RUDDER

DORSAL FIN

TRAILING EDGE
FAIRING

Figure 70
FRA US / T SeG 01.07.02

Vertical Stabilizer
Page: 139

Lufthansa Technical Training

WINDOWS

A319 / A320 / A321


56

ATA 56

WINDOWS

FLIGHT DECK
Description
Windows are installed in the aircraft cockpit and the cabin. The different types
and locations of the windows are:
- the cockpit windows (windshield, fixed and sliding side),
- the cabin windows,
- the cabin dummy windows,
- the passenger/crew door windows.

Sliding Windows
The sliding sidewindows are attached to support tracks before they are
installed in the frame structure. Installation of the sliding sidewindow assembly
is made in the cockpit.
The sliding sidewindow assemblies are made of two stretched acrylic laminates. Each assembly is set in a moulded siliconrubber seal.
The windows are chemically strengthened and are resistant to hail and bird
strike damage. Electrical heating elements give clear vision in all conditions.
The sliding side windows have a mechanism to open, close and to lock them.
The crew can use them as emergency exits

Flight Deck Windshields


The flight deck windschield arrangement is designet to ensure maximum visibility with a minimum glazed aerea, protection by heating against bird impact
and adequat ice, rain and mist protection.
The cockpit windowframe assemblies are riveted to the fuselage. The windshields and fixed side windows are installed directly into the frame structure.
Installation is made from the external area of the cockpit.

For Training Purposes Only

Each windshield assembly is made of three laminations of toughened glass.


The laminates are mounted in directly moulded seals which are clamped within
the windshield frames.
The fixed side window assemblies are made of two stretched acrylic laminates.
Each assembly is set in a moulded siliconrubber seal.
The windshields and fixed side windows are chemically strengthened and are
resistant to hail and birdstrike damage. Electrical heating elements give clear
vision in all conditions.

FRA US/T SeG 01.07.02

Page: 140

Lufthansa Technical Training

WINDOWS

A319 / A320 / A321


56

Sliding Window ( Typical )


FIXED WINDOW
7 DG2

REAR UPPER BELLCRANK

WINDSHIELDS
3 DG1 3 DG2

FWD UPPER BELLCRANK


CATCH

WINDOW
FRAME

FIXED WINDOW 7 DG1


SLIDING WINDOW 8 DG1

Windshield ( Typical )
PUSHBUTTON

OUTHER FACE
SILIRITE

SEMI - TEMPERED GLASS


HAETING FILM
POLYURETHANE + PVB

For Training Purposes Only

CHEMICALLY STRENGTHENED GLASS

ELEC.
CONNEC.

FWD CARRIAGE

POLYURETHANE + PVB
SILICON
SEAL

SPRING

CHEMICALLY STRENGTHENED GLASS

CONTROL
HANDLE
REAR CARRIAGE

PACKER

Figure 71
FRA US/T SeG 01.07.02

Cockpit Windows
Page: 141

Lufthansa Technical Training


For Training Purposes Only

WINDOWS

A319 / A320 / A321


56

DUMMY WINDOWS
CABIN WINDOWS
The cabin windows are 230 mm ( 9.l in ) wide and 330 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.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.
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 differential pressure.

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.

FRA US/T SeG 01.07.02

The cabin dummy windows are installed in locations where a cabin window is
blocked with cabin equipment and furnishings, e.g. toilets, galleys, etc.
The dummy window is made up of light alloy plate, spacers and a seal.
The dummy window is attached to the window frame with a retainer, eyebolts
and nuts.

DOOR WINDOWS
The window provides viewing out of the aircraft, from outside the aircraft and
enables the following to be seen:
- cabin pressurized
- escape slide armed.
The window consists of a circular seal, inner and outer acrylic glass panes.
The components of the window are interchangeable.
A hole in the inner pane enables cabin pressure to be maintained in the window.
The window assembly is installed in a frame riveted to the outer skin of the
door. The window is held in position by a retainer bolted to the frame.

Page: 142

Lufthansa Technical Training

WINDOWS

A319 / A320 / A321


56
Dummy Window

Cabin Window ( Typical )

RETAINER

WINDOW
FRAME
WINDOW FRAME

SEAL
OUTER
SPACER

OUTER PANE

OUTER
PLATE

INNER
SPACER

INNER PANE

Door Window

WINDOW FRAME

For Training Purposes Only

WINDOW
SEAL

RETAINER

RETAINING RING

Figure 72
FRA US/T SeG 01.07.02

Cabin Windows
Page: 143

Lufthansa Technical Training

WINGS
GENERAL

A319 / A320 / A321


57 00

ATA 57

WINGS

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

For Training Purposes Only

Components
The main Component of the wing are :
- The center wing
- the outer wing
- the wing box
- the wing tip
- the leading edge and leading edge devices
- the trailing edge and trailing edge devices
- the aileron
- the spoilers
Center Wing Box
The center 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 )
- 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
FRA US / T SeG 02.07.02

RIB 1 and right RIB . The center wing box has an integral fuel tank. Access to
this fuel tank is through the 2 access doors in the frame 42.
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.
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.

Page: 144

A319 / A320 / A321


57 00

ROOT RB 1

FR 36

CENTER WING
ROOT RB 1

Lufthansa Technical Training

WINGS
GENERAL

LEFT OUTER WING

RIGHT OUTER WING

LEADING EDGE DEVICES

LEADING EDGE DEVICES

SURGE VENT TANK

RIB 22

For Training Purposes Only

RIB 27

RIB 27

FR 42

RIB 22

SURGE VENT TANK

REAR SPAR
SPOILER
AILERON

REAR SPAR

FRONT SPAR

FRONT SPAR

TRAILING EDGE DEVICES

TRAILING EDGE DEVICES

Figure 73
FRA US / T SeG 02.07.02

SPOILER
AILERON

Wings
Page: 145

Lufthansa Technical Training

WINGS
GENERAL

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 frontspar of the wingbox.
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 holddown 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

A319 / A320 / A321

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.

FRA US / T SeG 02.07.02

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.
On A321 the trailing edge flaps are equiped with tabs.
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 5 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. 512100 ).
Paint Coatings
This is given in Paint Coatings ( Ref. 512311 ).
Outer Wing Tank Sealing
The fuel tanks are sealed, while the outer wing is being assembled.

Page: 146

Lufthansa Technical Training

WINGS
GENERAL

A319 / A320 / A321


57 00

SLAT 1
OVERWING PANEL

SHROUD BOX

SLAT 2

SLAT 3

INNER FLAP

MAIN STRUCTURE

FLAP TRACK 2
FAIRING
SPOILER 1

SLAT 4
FLAP TRACK 3
FAIRING
SPOILER 2
SPOILER 3

For Training Purposes Only

SLAT 5

FLAP TRACK 4
FAIRING
SPOILER 4
SPOILER 5
AILERON
WING TIP

Figure 74
FRA US / T SeG 02.07.02

Wing Components
Page: 147

Lufthansa Technical Training

WINGS
MAIN STRUCTURE

57 20
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 . 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 skinpanels
- the top and bottom stringers
- the wing root joint.
Attached to the wing box are :
- the fixed partitions ( slat cans )
- the attachment fittings
- the access panels
- the jacking point and the drip fence

For Training Purposes Only

A319 / A320 / A321

Wing Box
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
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.
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.

FRA US / T SeG 02.07.02

Ribs
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 centerwing to outerwing joint is made at STA 0 / RIB 1, which
closes the center wing box.
RIB 22 and RIB 27 make the other lateral boundaries of the fuel and vent
tanks.
Between RIB 1 and RIB 2 the fuel collector tank is bilt.Rib 2 has two hinged
access doors, which are kept closed with springs (access to collector tank).
On the A319/A320 only the RIB 15 splits the fuel tank into inner- and outer
cell.
Spars
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
- a reinforced jacking point at RIB 9.
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
- 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.
Top / Bottom Skin Panels
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 panelsto the ribs and the spars.

Page: 148

Lufthansa Technical Training

WINGS
MAIN STRUCTURE

A319 / A320 / A321


57 20

DRY BAY
STRINGERS

TOP SKIN PANEL 1


TOP SKIN PANEL 2

For Training Purposes Only

REAR SPAR
INNER SECTION

TOP SKIN PANEL 2

TOP SKIN PANEL 1

FRONT
SPAR

REAR SPAR
MIDDLE SECTION
REAR
SPAR

BOTTOM SKIN
PANEL 1

REAR SPAR
OUTER SECTION

BOTTOM SKIN
PANEL 3

Figure 75
FRA US / T SeG 02.07.02

BOTTOM SKIN
PANEL 2

STRINGER

Outer Wing Box


Page: 149

Lufthansa Technical Training

WINGS
LEADING EDGE

57 40

57 40 LEADING EDGE AND LEADING EDGE DEVICES


L/E SLATS & TRACKS
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 is between RIB 1 and RIB 27.
The five movable devices are :
- Slat 1, inboard of the engine pylon
- Slats 2 thru 5, outboard of the engine pylon
Leading Edge
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
- the ducting for the engine bleed air
- electrical, hydraulic and pneumatic installations
- the environment protection system, between the wing root and RIB 12
- the ice protection system, which supplies Slats 3 thru 5

For Training Purposes Only

A319 / A320 / A321

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.

FRA US / T SeG 02.07.02

Drains
There are drainholes in the lower surface of the wing, to drain the leading edge
and other structures.
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.
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
Slat Track and Dry Bay Drains
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 drainpipes
to drain holes in the bottom skin.
At track 4 in both wings there is a dry bay and no cans.
Liquidfrom these tracks falls to the bottom skin and then flows out from the
drain holes.

Page: 150

Lufthansa Technical Training

WINGS
LEADING EDGE

A319 / A320 / A321


57 40
SLAT 1

SLAT 2

SLAT 3

SLAT 4

FRONT SPAR

SLAT 5

CAN

A
SLAT EXTENDED

TRACK CAN

DRAIN PIPE

For Training Purposes Only

BOTTOM SKIN
PINION
( NOT ON TRACK 1&4 )

TRACK

DRAIN HOHLE

ROLLER
( TYPICAL )

Figure 76
FRA US / T SeG 02.07.02

Leading Edge and Leading Edge Devices


Page: 151

Lufthansa Technical Training

WINGS
TRAILING EDGE

A319 / A320 / A321


57-50

57 50 TRAILING EDGE AND T/E. DEVICES


TRAILING EDGE FLAPS
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 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
- the outboard ( double - slotted ) flap
- the aileron
- the spoilers 1 thru 5

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 ( not
shown ), an aileron, the spoilers 1 thru 5.
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 a Z coupling.
There is an interconnecting strut between the flaps installed.

For Training Purposes Only

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
- movable control surfaces
- engine pylon
A 319 / 320 Trailing Edge Devices
There are eight trailing edge devices which are movable control surfaces.
They are :
- inboard flap, outboard flap, an aileron, five spoilers.
The trailing edge devices are connected to brackets installed on the fixed
structure.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 installed.

FRA US / T SeG 02.07.02

Page: 152

Lufthansa Technical Training

WINGS
TRAILING EDGE

A319 / A320 / A321


57-50

MAIN LANDING
GEAR ATTACHMENT

SEAL ASSY

DRIVE TRUNNION

INBD FLAP A321

TRAILING
EDGE

( TYPICAL )

ECCENTRIC
SPHERICAL
BEARING

SPOILER 1
HINGE
FITTING

FLAP TAB
DRIVE STRUT ASSY
TRACK 1

SPOILER 2
HINGE
FITTING

ROTARY ACTUATOR
ATTACHMENT
SHROUD BOX
SPOILER 3
HINGE
FITTING

TRACK 2

SEAL ASSY
DRIVE TRUNNION

SPOILER 4
HINGE
FITTING

SEAL ASSY

DRIVE STRUT ASSY


TRACK 2

FLAP DRIVE 2
BRACKET

INTERCONNECTING
STRUT

TRACK 3

INBD FLAP A319 / 320

SPOILER 5
HINGE
FITTING

( TYPICAL )

For Training Purposes Only

FLAP DRIVE 3
BRACKET
TRAILING
EDGE

TRACK 4
DRIVE STRUT ASSY
TRACK 1
FLAP DRIVE 4
BRACKET

ROTARY ACTUATOR
ATTACHMENT

AILERON SUPPORT
STRUCTURE
DRIVE STRUT ASSY
TRACK 2

Figure 77
FRA US / T SeG 02.07.02

SEAL ASSY

Trailing Edge and T/E Devices


Page: 153

Lufthansa Technical Training

WINGS
AILERONS

A319 / A320 / A321


57 60

57 60 AILERONS
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 controlled up or down to control roll. Also spoilers 2 thru 5 extends or retracts to control roll.
The aileron drive mechanism is electrically controlled 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.
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.
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.

FRA US / T SeG 02.07.02

Page: 154

Lufthansa Technical Training

WINGS
AILERONS

A319 / A320 / A321


57 60

TYPICAL SECTION

TOP SEAL
TOP SKIN

C
CHANNEL

INBOARD
END RIB

BOTTOM SEAL
RIBS
HONEYCOMB
CORE

DRAINAGE
PATH
TRAILING EDGE
WEDGE

TOP SKIN

HINGE
BRACKET
STATIC DISCHARGERS

HINGE
BRACKET

SPAR

For Training Purposes Only

JACK BRACKETS

BOTTOM SKIN

HINGE
BRACKETS
OUTBOARD
END RIB

Figure 78
FRA US / T SeG 02.07.02

Aileron
Page: 155

Lufthansa Technical Training

WINGS
SPOILERS

A319 / A320 / A321


57 70

57 70 SPOILERS
GENERAL
General
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 spoiler function.
The drive mechanism of the spoilers is electrically controlled
and uses hydraulic power to extend or retract the spoiler surfaces

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.

FRA US / T SeG 02.07.02

Page: 156

Lufthansa Technical Training

WINGS
SPOILERS

A319 / A320 / A321


57 70

A 319 / 320

A 321

RUBBING STRIP
HONEYCOMB
CORE

For Training Purposes Only

TRAILING EDGE
PROFILE

INBOARD HINGE

ACTUATOR
ATTACHMENT
FITTING
CENTER
HINGE
OUTBOARD HINGE

Figure 79
FRA US / T SeG 02.07.02

Spoilers
Page: 157