A318/A319/A320/A321 (CFM56) : Structure

C e nt r e d e f o rm a ti o n d e t y p e a v i on
A318/A319/A320/A321 (CFM56)
STRUCTURE
ATA 51 (T1) - PART 4/4
DF.ER : N 2X 3 5X 4
EDITION : 03/07
VALID PAR : J.-M. HAIN
Ce document est destin linstruction et ne saurait tre considr comme un document technique de rfrence. Il ne sera pas mis jour.
Reproduction mme partielle INTERDITE sans autorisation de la Socit AIR FRANCE.
Socit Air France 2000
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
STRUCTURE
PART 1
Structure General (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
A318 Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Pylons/Nacelles D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
A318 Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Windows D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
PART 2
Wings D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Structure Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . . 256
Window Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . . 288
SRM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
PART 3
Window Damage Assessment D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 438
Damage Assessment Example 1 D/O (3) . . . . . . . . . . . . . . . . . . . . . 454
Damage Assessment Example 2 D/O (3) . . . . . . . . . . . . . . . . . . . . . 518
U3T06191 - U13T1M0
PART 4
A318 Damage Assessment Example 3 D/O (3) . . . . . . . . . . . . . . . . 582
Structure Protections & Awareness D/O (3) . . . . . . . . . . . . . . . . . . . 654
Damage Assessment Ex. 1 Operational Scenario (3) . . . . . . . . . . . . 686
Damage Assessment Ex. 2 Operational Scenario (3) . . . . . . . . . . . . 694
A318 Damage Assessment Ex. 3 Operat. Scenario(3) . . . . . . . . . . . 702
MAINTENANCE COURSE - T1 (CFM56-5B/ME)

51 - STRUCTURE
TABLE OF CONTENTS
May 11, 2006

Page 1
A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

INTRODUCTION
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The purpose of this example is to present you, the complete procedure

to be followed when a damage is discovered, from the damage mapping
draft to the final structure damage assessment. This example was chosen
as it represents one of the more usual types of damage on the A/C and
enables to make an in depth investigation with all the different stages.

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Page 582
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INTRODUCTION
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Page 583

IDENTIFICATION OF THE DAMAGE
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The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within chapter 53 of the SRM. Information
concerning the damage classification and reporting are to be found within
SRM chapter 51-11-00. The applicable damage is a scratch with no visible
crack.
At this stage: take visual reference to facilitate damage location.
Such as, forward or an aft passengers door, or a cargo door, above or
below cabin floor level at stringer (Stgr) 23, near a longitudinal or
circumferential joint, etc...).
If the scratch is near a rivet row, an internal visual inspection is required
to determine whether the internal structure (frame, stringer, etc...) is also
damaged or not.

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Page 584
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Page 585

MAPPING
DRAFT
Using the SRM 51-11-13 as a guide, the maximum information should
be taken from the A/C before starting any assessment (measurement
and location of the maximum depth, distance from dent edges to the
nearest fastener rows, existing closest skin joints or any other visible
structure that will help in the detailed location of the damage, etc...).
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair,
if any, are to be found within the chapter 53 of the SRM.
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NOTE: on the affected panel, there are no stringer rivet rows, thus,
stringers, if any, should be welded onto the skin: it is not
possible to identify the stringer references.
As a consequence, it is necessary to measure the distance from a
longitudinal skin joint to the dent maximum depth, in order to get a
reference for the location of the dent. This reference will be compared
with the welded stringer references coming from the SRM, page blocks
101 and 201 (see next pages).

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MAPPING - DRAFT
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Page 587

MAPPING (continued)
CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION
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The illustration of the chapter 53-00-00 enables the operator to

determine the circumferential joints related frame numbers. In the
given example, the damage is located in the aft center fuselage section,
with the circumferential skin joints at Fr 47/54 and Fr 64.

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Page 588
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MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION

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Page 589

MAPPING (continued)
CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION
(CONT'D)
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Using the frame identification illustration of chapter 53-00-00, and

the data collected during the damage mapping, the frames surrounding
the damage can be determined. According to the mapping information,
the damage is located between the fourth and the fifth frame before
the circumferential skin joint located at frame (Fr) 64. Consequently
the damage is located between Fr 59 and 60.

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MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION (CONT'D)

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Page 591

MAPPING (continued)
LONGITUDINAL SKIN JOINT AND PANEL
IDENTIFICATION (CONT'D)
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To complete the damage location, the stringers surrounding the damage

also need to be determined. For this purpose, the "General Panel
Identification" illustrations, proposed within chapter 53-00-00, can
be used. According to the data collected on the A/C and the location
of the damage from the existing longitudinal skin joints, the affected
panel can be determined. For this example, the damage is located on
panel 5 - lower side shell - located between Stgr 32 LH and 41 RH,
and Fr 47/54 and 64. As seen before, this panel is a welded
skin/stringer panel, thus, refer to page block 101 to determine the
stringers position.

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Page 592
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MAPPING - LONGITUDINAL SKIN JOINT AND PANEL IDENTIFICATION (CONT'D)

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Page 593

MAPPING (continued)
WELDED STRINGERS POSITION
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First, refer to the page block 101 of the relevant chapter/section

(53-41-11) and start to read carefully the procedure. Refer to the
allowable damage description/criteria table to find the concerned
paragraph (4F): "Fuselage Skin Plates Fr 47 / 54 Thru Fr 64 Between
Stgr 32 LH and Stgr 41 RH (Welded Panel)".

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MAPPING - WELDED STRINGERS POSITION

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Page 595

MAPPING (continued)
WELDED STRINGERS POSITION (CONT'D)
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Read the notes within the relevant paragraph to find information about
the definition and determination of undisturbed skin (unwelded and
unriveted).

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MAPPING - WELDED STRINGERS POSITION (CONT'D)

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Page 597

MAPPING (continued)
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This figure shows how unwelded and unriveted areas, welded areas,
riveted areas and coupling areas are defined. Two methods of
measurement are given, we look at measurement from outside, a flag
refers to SRM chapter 53-41-11 page block 201 to get stringer
positions on a welded panel.

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Page 599

MAPPING (continued)
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This diagram provides the distances from the lap joint 41RH to all
welded stringers, at each frame location. Therefore a new mapping is
required. The distance from the lap joint (Stgr 41RH) to the dent
maximum depth (at Fr 60) becomes 825 mm.

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MAPPING (continued)
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This distance (825 mm) must be compared with the distances from
the lap joint 41RH to the welded stringers, to locate the dent.

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Page 603

MAPPING (continued)
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We conclude that the dent is located between Stgr 40 and 41LH and
it is now possible to finalize the draft (see next page).

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Page 605

DETAILED IDENTIFICATION
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The "fuselage section division" illustration of chapter 53-00-00 used

before enables the definition of the affected section: aft center fuselage,
part of rear fuselage - section 16/17 - chapter 53-40-00. The general
illustration of the chapter 53-40-00 identifies the main structural
arrangement of the rear fuselage. The skin plates are part of the main
structure covered by the section 53-41-00.

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DETAILED IDENTIFICATION
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DETAILED IDENTIFICATION (continued)
DETAILED IDENTIFICATION (CONT'D)
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Following SRM 53-41-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 5. The identification table informs
us that the full identification of the skin panels (skin plates) are covered
by SRM 53-41-11.

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DETAILED IDENTIFICATION - DETAILED IDENTIFICATION (CONT'D)

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Page 609

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The identification table of SRM 53-41-11 refers to the figure 3 sheet

2 for the skin panel located between Fr 58A & Fr 64, and Stgr 41RH
& Stgr 32LH.

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The damaged panel is illustrated onto two sheets. According to the

figure 3 sheet 1, the damaged panel is item number 1.

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There is no modification associated to item 1 thus: it is the basic panel.

No other item/Part Number (P/N) with associated Modification
(MOD)/Service Bulletins (SB) status is available in the nomenclature
table so, the skin panel of MSN 2218 is the Part Number (P/N)
D53479410202.

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Page 615

DETERMINATION OF SKIN THICKNESS IN DENTED
AREA
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The damage is located between Fr 59 & 60, and Stgr 40LH & 41LH.
This information can be reported onto the illustration and gives the
skin thickness in the dented area (code B, giving 1.6 mm (0.063 in)).

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Page 616
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DETAILED IDENTIFICATION - DETERMINATION OF SKIN THICKNESS IN DENTED AREA

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Page 617

MAPPING (FINALIZATION)
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The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the dented area. As the mapping is
at scale 1:1, we can measure the distance between Stgr 40LH and the
deepest point of the dent (59 mm), and the distance between Stgr 40
and the edge of the dent (49 mm). The damage assessment using the
allowable damage page block 101 is the next step.

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Page 618
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DETAILED IDENTIFICATION - MAPPING (FINALIZATION)

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Page 619

DAMAGE ASSESSMENT
GENERAL
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To start the damage assessments refer to the page block 101 of the
relevant chapter/section (53-41-11), and start to read carefully the
procedure. A special attention shall be paid to the notes and cautions.

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Page 620
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DAMAGE ASSESSMENT - GENERAL

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Page 621

DAMAGE ASSESSMENT (continued)
WEIGHT VARIANT
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In the relevant paragraph 4F (fuselage skin plates Fr 47/54 thru Fr 64

between Stgr 32 LH and Stgr 41 RH (welded panel)), a caution note
indicates that the allowable damage effectivity per A/C weight variant
may have to be verified.

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Page 622
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DAMAGE ASSESSMENT - WEIGHT VARIANT

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Page 623

WEIGHT VARIANT (CONT'D)
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The weight variant is a criterion which is defined for each model of

A/C and depending on its Maximum Take Off Weight (MTOW),
Maximum Landing Weight (MLW), and Maximum Zero Fuel Weight
(MZFW). The allowable damage limits are defined per weight variant
and, for a same model, the weight variant can change, depending on
modification or SB embodiment status. The current weight variant of
the affected A/C has to be known before starting the assessment. If
the A/C weight variant is not within the table, a damage report has to
be sent to Airbus.
Depending on SB/Mod since A/C delivery, only the airline-engineering
department is able to give you the current A/C weight variant. The
current weight variant shall be compared with the data given in a table
at the beginning of allowable damage related paragraph.

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DAMAGE ASSESSMENT - WEIGHT VARIANT (CONT'D)

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Page 625

DAMAGE CRITERIA
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A second caution note indicates that in some cases, an inspection

program has to be followed.

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DAMAGE ASSESSMENT - DAMAGE CRITERIA

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DAMAGE CRITERIA (CONT'D)
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Check the applicability of the allowable damage for dents.

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DAMAGE ASSESSMENT - DAMAGE CRITERIA (CONT'D)

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Page 629

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Refer to paragraph 4F for dents. Dents are considered as fulfilling

nearness/form criterion or out of nearness/form criterion in accordance
with their geometry and their proximity to the nearest adjacent internal
structure elements. This must be determined according to the
parameters defined in figure 114 and diagram 102.

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AREA OF RIVETED SUBSTRUCTURE
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In areas of riveted substructure, to define whether the dent fulfils

nearness/form criterion, two criteria have to be checked. Refer to
figure 114 sheet 1. B must be at least 15 mm, where B is the smallest
distance measured from the dent edge to any fastener row or any
cutout. D must be maximum 10 % of A, where D is the maximum
depth of the dent and A is the smallest distance measured from D
point to the closest adjacent structure.

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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE

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Page 633

AREA OF RIVETED SUBSTRUCTURE (CONT'D)
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Check whether the first criterion is fulfilled: B distance is minimum

15 mm.
The smallest distance measured between the edge of the dent and the
surrounding fastener rows is 95 mm, which is higher than 15 mm.
The first criterion is met.

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DAMAGE ASSESSMENT - AREA OF RIVETED SUBSTRUCTURE (CONT'D)

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Page 635

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The second criterion consists in comparing the maximum depth of

the dent (D) with the smallest distance measured from the deepest
point of the dent to the closest adjacent structure (distance A). If no
access from inside, the measurement is taken from outside. In this
case, A is X-15 mm, where X is the distance between the deepest
point and the closest fastener row.

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Check whether the second criterion is fulfilled: D less or equal to 10

% of A. The depth of the dent should be maximum 10% of the distance
A. The smallest distance between the deepest point of the dent and
the surrounding fastener rows is 221 mm. Since measured from
outside, distance A = 221 mm - 15 mm = 206 mm. The second
criterion is met: D = 3 mm is smaller than 10 % of A.

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Page 639

AREA OF UNRIVETED SUBSTRUCTURE
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In areas of unriveted substructure, to define whether the dent fulfils

the nearness/form criterion, two criteria have to be checked. Refer to
figure 114 sheet 2. Dent should be out of the welded area. D is
maximum 10 % of A, where D is the maximum depth of the dent and
A is the distance measured from D point to the boundary of the welded
area. Figure 114 sheet 2 informs us to refer to figure 115 for welded
areas.

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DAMAGE ASSESSMENT - AREA OF UNRIVETED SUBSTRUCTURE

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Page 641

DEFINITION OF AREAS (CONT'D)
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This figure defines that a welded area is delimited by 25 mm up and

down the stringer.

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DAMAGE ASSESSMENT - DEFINITION OF AREAS (CONT'D)

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Page 643

AREA OF UNRIVETED SUBSTRUCTURE (CONT'D)
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The welded area of 50 mm width has been reported on the mapping;

the first criterion is fulfilled as the dent is out of the welded area.
Check whether the second criteria is fulfilled: D 10 % A. The dent
fulfils both nearness form/criterion for unriveted area and riveted area,
thus continue the damage assessment.

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DAMAGE ASSESSMENT - AREA OF UNRIVETED SUBSTRUCTURE (CONT'D)

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Page 645

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As mentioned in a caution at the beginning of the allowable damage

pages, the allowable damage applicability have to be checked, using
the weight variant table (table 107) given at the beginning of the
paragraph. The information coming from the airline-engineering
department shows that the MSN 2218 is at weight variant 004. Since
the weight variant 004 is within table 107, continue the damage
assessment.

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Before starting comparing the dents in accordance with diagram 102

as mentioned in paragraph 2, read the paragraph 3.
We have checked that the dent is out of riveted areas and welded areas,
if we look at figure 115 we see that the dent is also out of coupling
areas.

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Page 649

ALLOWABLE DENT DIAGRAM
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The key to the allowable damage diagram is the skin thickness in

dented area and the dent depth. You must refer to the data collected
before (damage mapping). The diagram is associated to requirements
already checked at an early stage.

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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM

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ALLOWABLE DENT DIAGRAM (CONT'D)
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The skin thickness in the dented area is 1.6 mm (found in the

identification pages). The depth of the dent is 4 mm (measured from
the A/C-damage mapping). These two values are plotted onto the
diagram, which defines a point. The area where this point is located
defines the subsequent actions to be performed. For the concerned
dent read the note: "Check Damage For Cracks By Detailed Visual
Examination. If Clear, repair Within 3000 FC". Provided that no crack
is detected by detailed visual inspection, the dent is considered as an
allowable damage with a time limit (temporary allowable damage).
The A/C can be released. But a repair will have to be done before
3000 Flight Cycles (FC). If cracked, contact Airbus or repair before
next flight.

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DAMAGE ASSESSMENT - ALLOWABLE DENT DIAGRAM (CONT'D)

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Page 653
STRUCTURE PROTECTIONS & AWARENESS D/O (3)

SOURCES OF DAMAGE
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Throughout its operational life, the aircraft structure is subjected to

different types of damage:
- fatigue damage (cracking),
- accidental damage (e.g. bird impact, ground handling,...),
- deteriorations due to environmental and operating conditions (lightning
strike, corrosion, ...).

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SOURCES OF DAMAGE
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Page 655

SOURCES OF DAMAGE (continued)
DAMAGE DETECTION/PREVENTION
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Concerning fatigue damage, the aircraft is designed and justified, to

be free of significant fatigue cracking during its Design Service Goal
(DSG). The scheduled structure inspection programs are prepared to
detect any fatigue cracking before it reaches a critical length.
Inspections for corrosion are also part of the scheduled maintenance
program. Nevertheless, the maximum protection schemes and attention
is paid to protect the aircraft structure against known environmental
aggressions. In addition, the basic protections should be kept in good
conditions and some basic precautions should also be considered.

51 - STRUCTURE
May 10, 2006

Page 656
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SOURCES OF DAMAGE - DAMAGE DETECTION/PREVENTION

51 - STRUCTURE
May 10, 2006

Page 657

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

51 - STRUCTURE
May 10, 2006

Page 658
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SURFACE PROTECTIONS
51 - STRUCTURE
May 10, 2006

Page 659

SURFACE PROTECTIONS (continued)
PROTECTIVE TREATMENT AREAS - FUSELAGE
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- difficult access, and/or high risk of accidental damage.

51 - STRUCTURE
May 10, 2006

Page 660
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SURFACE PROTECTIONS - PROTECTIVE TREATMENT AREAS - FUSELAGE

51 - STRUCTURE
May 10, 2006

Page 661

SURFACE PROTECTIONS (continued)
TYPE OF PROTECTIVE TREATMENTS
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- Type 2 - heavy-duty corrosion preventive compound: grease-like

coatings containing corrosion inhibitors which protect against corrosive
agents.

51 - STRUCTURE
May 10, 2006

Page 662
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SURFACE PROTECTIONS - TYPE OF PROTECTIVE TREATMENTS

51 - STRUCTURE
May 10, 2006

Page 663

SEALANTS
SEALING IN TYPICAL FUSELAGE AREAS
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In some specified areas of the aircraft, for example the lower shell, a
protective layer is put on the sealant. This layer makes sure that other
materials (for example, fuel, hydraulic oil, engine oil and waste fluids
from the toilets and galleys) do not cause a deterioration of the sealant.

51 - STRUCTURE
May 10, 2006

Page 664
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SEALANTS - SEALING IN TYPICAL FUSELAGE AREAS

51 - STRUCTURE
May 10, 2006

Page 665

SEALANTS (continued)
SEALING IN TYPICAL FUEL TANK AREAS
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In the fuel tanks, the sealant is used to prevent fuel leaks and corrosion
of the fuel tank.

51 - STRUCTURE
May 10, 2006

Page 666
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SEALANTS - SEALING IN TYPICAL FUEL TANK AREAS

51 - STRUCTURE
May 10, 2006

Page 667

DRAINAGE
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- special drain valves installed in those parts of the fuselage and which
are pressurized in flight.
The drain holes and drain valves are usually at the lowest part of the
fuselage. It is important that any unwanted liquids get to the drain holes
or valves. The structure of the lower fuselage is constructed so that a path
is given for these liquids. When you do a repair, make sure that you keep
this path free of unwanted materials.

51 - STRUCTURE
May 10, 2006

Page 668
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DRAINAGE
51 - STRUCTURE
May 10, 2006

Page 669

COMPOSITE PARTS PROTECTION
COMPOSITE DAMAGES
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Composite structures can be damaged by lightning strikes or handling

operations. The environmental conditions may be the source of damage
like rain, dust. The structure can also be affected by impact of foreign
objects or birds for example. At the design stage, the structure has the
maximum protection against these different sources of damage.

51 - STRUCTURE
May 10, 2006

Page 670
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COMPOSITE PARTS PROTECTION - COMPOSITE DAMAGES

51 - STRUCTURE
May 10, 2006

Page 671

COMPOSITE PARTS PROTECTION (continued)
LIGHTNING STRIKE PROTECTION
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- Zone 3: this zone includes all of the aircraft surfaces that are not in
Zone 1 and 2. In Zone 3, there is a low probability of attachment of
a lightning strike. However, high lightning currents can go through
Zone 3 by direct conduction between two attachment points. Zone 3
currents will also go into Zones 1 and 2.

51 - STRUCTURE
May 10, 2006

Page 672
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COMPOSITE PARTS PROTECTION - LIGHTNING STRIKE PROTECTION

51 - STRUCTURE
May 10, 2006

Page 673

RADOME
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This AMM extract deals with an example of lightning strike protection

in Zone 1, the radome. The radome is a sandwich structure with quartz
fiber skins; it is protected using copper straps on the external surface,
and bonding braids connecting the aluminum alloy frame to the
fuselage structure.

51 - STRUCTURE
May 10, 2006

Page 674
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COMPOSITE PARTS PROTECTION - RADOME

51 - STRUCTURE
May 10, 2006

Page 675

ELEVATORS AND RUDDER
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This second example shows the lightning strike protection of the

elevators and rudder trailing edges and tip, which are also located in
Zone 1. The elevators and the rudder are basically carbon fiber
structures. Their trailing edges are made of an aluminum alloy profile
and their tips are also made of aluminum alloy.

51 - STRUCTURE
May 10, 2006

Page 676
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COMPOSITE PARTS PROTECTION - ELEVATORS AND RUDDER

51 - STRUCTURE
May 10, 2006

Page 677

ELECTRICAL CONTINUITY
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The Nose Landing Gear doors are located in Zone 2. Their protection
and the electrical continuity is achieved using a metallic grid installed
at the manufacturing stage on the top of the composite layers. Note
that in most cases, this grid should be restored when damaged, as per
the Structural Repair Manual (SRM) procedures.

51 - STRUCTURE
May 10, 2006

Page 678
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COMPOSITE PARTS PROTECTION - ELECTRICAL CONTINUITY

51 - STRUCTURE
May 10, 2006

Page 679

HANDLING OF COMPOSITE STRUCTURES
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To keep composite structures in good and serviceable conditions, the

operator should avoid any damage during handling and/or maintenance
operations (such as chopped tools, take care of no step areas, ...).
Chemical strippers are not authorized on composite structures (the
resin system may be deteriorated). The protection like paint schemes
and special layers (e.g. tedlar layers on inside surfaces) should be kept
in good condition. The drying of composites is also essential before
hot bonding repair operations.

51 - STRUCTURE
May 10, 2006

Page 680
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COMPOSITE PARTS PROTECTION - HANDLING OF COMPOSITE STRUCTURES

51 - STRUCTURE
May 10, 2006

Page 681

ENVIRONMENTAL & IMPACT PROTECTION
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The impact protection of the Trimmable Horizontal Stabilizer (THS)

leading edge is achieved by a metallic cover plate.

51 - STRUCTURE
May 10, 2006

Page 682
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COMPOSITE PARTS PROTECTION - ENVIRONMENTAL & IMPACT PROTECTION

51 - STRUCTURE
May 10, 2006

Page 683

ENVIRONMENTAL & IMPACT PROTECTION (CONT'D)
U3T06191 - U13T1M0 - UM51DD000000001
- titanium fasteners.

51 - STRUCTURE
May 10, 2006

Page 684
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COMPOSITE PARTS PROTECTION - ENVIRONMENTAL & IMPACT PROTECTION (CONT'D)

51 - STRUCTURE
May 10, 2006

Page 685
DAMAGE ASSESSMENT EX. 1 OPERATIONAL SCENARIO (3)

SESSION OBJECTIVES
SESSION SET-UP
DAMAGE ASSESSMENT PROCEDURE
DETAILED IDENTIFICATION OF THE DAMAGED
PART
ALLOWABLE DAMAGE-GENERAL
DAMAGE CRITERIA
ALLOWABLE DENT DIAGRAM USAGE/FINAL
DECISION
CONCLUSION
U3T06191 - U13T1M0 - UM5121000000001
DAMAGE LOCATION

51 - STRUCTURE
May 10, 2006

Page 686
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SESSION OBJECTIVES ... DAMAGE LOCATION

51 - STRUCTURE
May 10, 2006

Page 687

MAPPING
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DRAFT

51 - STRUCTURE
May 10, 2006

Page 688
U3T06191 - U13T1M0 - UM5121000000001
MAPPING - DRAFT
51 - STRUCTURE
May 10, 2006

Page 689

MAPPING (continued)
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FINALIZATION

51 - STRUCTURE
May 10, 2006

Page 690
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MAPPING - FINALIZATION
51 - STRUCTURE
May 10, 2006

Page 691
U3T06191 - U13T1M0 - UM5121000000001

51 - STRUCTURE
May 10, 2006

Page 692
U3T06191 - U13T1M0 - UM5121000000001

51 - STRUCTURE
May 10, 2006

Page 693

SESSION OBJECTIVES
SESSION SET-UP
DAMAGE IDENTIFICATION/LOCATION
PART
ALLOWABLE DAMAGE - GENERAL
APPLICABLE ALLOWABLE DAMAGE DIAGRAM
ALLOWABLE SCRATCH DIAGRAM USAGE/FINAL
DECISION
CONCLUSION
U3T06191 - U13T1M0 - UM5122000000001
DAMAGE LOCATION

51 - STRUCTURE
May 10, 2006

Page 694
U3T06191 - U13T1M0 - UM5122000000001

51 - STRUCTURE
May 10, 2006

Page 695

MAPPING
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DRAFT

51 - STRUCTURE
May 10, 2006

Page 696
U3T06191 - U13T1M0 - UM5122000000001
MAPPING - DRAFT
51 - STRUCTURE
May 10, 2006

Page 697

MAPPING (continued)
U3T06191 - U13T1M0 - UM5122000000001
FINALIZATION

51 - STRUCTURE
May 10, 2006

Page 698
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MAPPING - FINALIZATION
51 - STRUCTURE
May 10, 2006

Page 699
U3T06191 - U13T1M0 - UM5122000000001

51 - STRUCTURE
May 10, 2006

Page 700
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51 - STRUCTURE
May 10, 2006

Page 701
A318 DAMAGE ASSESSMENT EX. 3 OPERAT. SCENARIO(3)

SESSION OBJECTIVES
SESSION SET-UP
DAMAGE IDENTIFICATION
STRINGERS LOCATION
PART
ALLOWABLE DAMAGE - GENERAL
DAMAGE CRITERIA
CONCLUSION
U3T06191 - U13T1M0 - UM5123000000001
DAMAGE LOCATION

51 - STRUCTURE
May 10, 2006

Page 702
U3T06191 - U13T1M0 - UM5123000000001

51 - STRUCTURE
May 10, 2006

Page 703

MAPPING
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DRAFT

51 - STRUCTURE
May 10, 2006

Page 704
U3T06191 - U13T1M0 - UM5123000000001
MAPPING - DRAFT
51 - STRUCTURE
May 10, 2006

Page 705

MAPPING (continued)
U3T06191 - U13T1M0 - UM5123000000001
RESULT

51 - STRUCTURE
May 10, 2006

Page 706
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MAPPING - RESULT
51 - STRUCTURE
May 10, 2006

Page 707
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3T06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

A318/A319/A320/A321 (CFM56) : Structure

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SINGLE AISLE TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

May 11, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

U3T06191 - U13T1M0 - UM51DL000000001

The purpose of this example is to present you, the complete procedure

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

U3T06191 - U13T1M0 - UM51DL000000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

U3T06191 - U13T1M0 - UM51DL000000001

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

U3T06191 - U13T1M0 - UM51DL000000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

IDENTIFICATION OF THE DAMAGE

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

U3T06191 - U13T1M0 - UM51DL000000001

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

U3T06191 - U13T1M0 - UM51DL000000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

U3T06191 - U13T1M0 - UM51DL000000001

The illustration of the chapter 53-00-00 enables the operator to

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

U3T06191 - U13T1M0 - UM51DL000000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

U3T06191 - U13T1M0 - UM51DL000000001

Using the frame identification illustration of chapter 53-00-00, and

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

A318 DAMAGE ASSESSMENT EXAMPLE 3 D/O (3)

May 10, 2006

U3T06191 - U13T1M0 - UM51DL000000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

MAPPING - CIRCUMFERENTIAL SKIN JOINT IDENTIFICATION (CONT'D)