Structure Description

STRUCTURE TRAINING MANUAL
STRUCTURE MAINTENANCE FOR TECHNICIANS 1 - A319 / A320 / A321 STRUCTURE DESCRIPTION
1 - A319 / A320 / A321 STRUCTURE DESCRIPTION
1.2. DOORS
PASSENGER AND CARGO COMPARTMENT DOORS
General
Passenger Doors
A319 / A320 Emergency Exit Doors
A321 Emergency Exit Doors
Cargo Compartment Doors
Bulk Cargo Doors
DATE: JUNE 2003 Page 1 XSM12A01

PASSENGER AND CARGO COMPARTMENT DOORS

General
The fuselage has four passenger doors, four additional emergency exits in the cabin for the A320 / A321 and
two for the A319, crew emergency exits, two cargo compartment doors plus one bulk cargo compartment
door on the A320 / A321, landing gear bay doors.
Necessary access for servicing and maintenance is also provided.
BULK CARGO DOOR
AFT CARGO DOOR
FWD CARGO DOOR
FWD
PASSENGER
DOOR AFT PASSENGER DOOR
OVERWING EMERGENCY EXITS
CREW DOOR
PASSENGER & CARGO DOORS - General MENU EXIT

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Passenger Doors
Each of the four doors is 0,81 m (32 in) wide and 1,85 m (73 in) high (clear opening dimension), and has an
observation window. The doors are of fail safe plug-type construction and are impossible to open in normal
cruise flight with the aircraft pressurized.
Frames 16 20 66 68
PASSENGER & CARGO DOORS - Passenger / Crew Doors - Location MENU EXIT
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Passenger Doors (cont’d)
The door structure is conventional, consisting primarily of an outer skin, a surrounding frame and an inner
skin. There is an internal structure of webs and inter-costals to provide rigidity for the doors and fixing points
for the hinge and locking mechanisms. The loads resulting from cabin pressure are transferred by 7 stops
located on each side of the door. A rubber pressure seal is installed around the periphery of the door and a
sealing section on the door frame.
Outer skin
Outer Skin
Aluminum alloy (2024)
View A
Edge
members
Sealed
housing
Door A
stops
Inner skin
(not shown)
Rooler
guide
Cross members (frame segments)

Beams
PASSENGER & CARGO DOORS - Passenger / Crew Doors - Location (cont ’d) MENU EXIT
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Aluminum alloy (2024 / 7175)

Outer skin
Cross-members
View A
Beam 7
A
Beam 6
Beam 5
Beam 4
Typical construction (FWD Doors)

Beam 3
Beam 2
Beam 1
5

Beams & Junction plates

View B
Beam 7
B
Beam 6
Beam 5
Beam 4

Beam 3
Beams
Beam 2
Junction plates
Beam 1
6

Fitting
Edge Members Plate
View C
Channel seal
FWD edge
member
Aft edge
member
7

A319 / A320 Emergency Exit Doors
A319
Two additional type III emergency exits, one on each side of the fuselage, are provided over the wing
between frames 40 and 41. They are 1,02 m (40 in) high and 0,51 m (20 in) wide. These emergency exits are
of conventional plug type construction and contain a standard size passenger cabin window.
A320
Four additional type III emergency exits, two on each side of the fuselage, are provided over the wing
between frames 38 and 39 and between frames 40 and 41. They are 1,02 m (40 in) high and 0,51 m (20 in)
wide. These emergency exits are of conventional plug type construction and contain a standard size
passenger cabin window.
These emergency exits are of conventional plug-type construction and are operated like the passenger doors.
The slide (optionally slide raft) is installed in a compartment below each door.
40 41
Beam 1
Beam 2
40 41
38 39
Window frame
Beam 3 A320
Beam 4
Beam 5
Beam 6
PASSENGER & CARGO DOORS - A319 / A320 Emergency Exit Doors MENU EXIT
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A321 Emergency Exit Doors
A321
Four additional type “C” emergency exits, two on each side of the fuselage, are provided on the fuselage
sections 14A and 16A between frames 35.1 and 35.3A and between frames 47.2A and 47.4. They are 1,52 m
(60 in) high and 0,76 m (30 in) except for the left hand side exit in section 14A which has a height of 1,85 m
(73 in).
These emergency exits are of conventional plug-type construction and are operated like the passenger doors.
The slide (optionally slide raft) is installed in a compartment below each door.
Section 14A 35.1 35.3A 47.2A 47.4 Section 16A

Door size: 73 ’’ x 30 ’’ Door size: 60 ’’ x 30 ’’
LH side
47.4 47.2A 35.3A 35.1

Section 16A Section 14A
Door size: 60 ’’ x 30 ’’ Door size: 60 ’’ x 30 ’’
RH side
PASSENGER & CARGO DOORS - A321 Emergency Exit Doors MENU EXIT
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Cargo Compartment Doors
Two doors in the lower RH side of the fuselage provide access to the cargo holds. The forward door is
located between frames 24A and 28.
The position of the aft cargo hold door is between frames 52A and 56 for the A320 / A321 and between
frames 55A and 59 for the A319. Both doors are 1,82 m (71.5 in) wide and 1,24 m (49 in) high.
The doors are opened outwards and upwards hydraulically and extend over the entire height of the holds. The
doors are manually locked and unlocked from outside and retained by a multi-hook system in the closing
position.
The cargo doors are designed to carry the hoop tension loads from internal pressure. With this consideration
they are of conventional design having an outer and inner skin with an internal structure of vertical beams
and machined frames, the upper ends of which connect to the piano hinge and the lower ends attachment for
the locking hooks. The door frames are in line with the main fuselage frames and with auxiliary frames.
FWD
FWD cargo door
A320 / A321
Fr. 24A
Fr. 28
AFT cargo door
Fr. 52A
Fr. 56
Bulk Cargo door Fr. 60

Fr. 62
FWD cargo door

A319
AFT cargo door Fr. 24A

Fr. 24A FWD cargo door Fr. 28
Fr. 28
A319 / A320 / A321
AFT cargo door

Fr. 55A Fr. 52A A320 / A321 Fr. 56
Fr. 59 Fr. 55A A319 Fr. 59
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Cargo Compartment Doors (cont’d)
Beam 1
Piano hinge assembly Actuator fittings
Beam 2
Inner skin
Beam 3
Beam 4
Frames
Outer skin
Fittings
inner assembly
Edge members
Cover Assembly E.g: FWD Cargo Door
PASSENGER & CARGO DOORS - Cargo Doors - Construction Details MENU EXIT
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Cargo Compartment Doors (cont’d)
Frame details
Outer skin Aluminum alloy (2024) Beam 1
Example of outer skin thickness (SRM extract)
Beam 2
Frames
Beam 3
Beam 4
Frame forks
PASSENGER & CARGO DOORS - Cargo Doors - Construction Details (cont ’d) MENU EXIT
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Bulk Cargo Doors
The bulk cargo door is basic for the A320 and A321.
It is a conventional plug-type door, situated at the rear of the bulk compartment between frames 60 and 62.
The size is 0,86 m (34 in) in width and 0,94 m (37 in) in height. The door is operated, locked and unlocked
manually. It is opened by being pushed inwards and upwards and is locked in the open position on the ceiling
of the compartment. (In this compartment nets are provided to maintain the area clear for the door to open).
The weight of the door is compensated by a torsion bar. The door is connected to the door locking warning
system.
It is possible to open the door from the inside.
62
A320 / A321
Hinge fitting
61 Beam 1
Hinge fitting
60
Beam 2
Bulk Cargo door

Fr. 60 Beam 3
Fr. 62
Beam 4
Door Beam 5
stops
Inner
handle
Hook
Outer
handle
Frame segments
Locking
shaft
PASSENGER & CARGO DOORS - Bulk Cargo Door - Construction Details MENU EXIT
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THIS PAGE INTENTIONALLY LEFT BLANK

1.2. DOORS
LANDING GEAR DOORS
General
Nose Landing Gear Doors
Main Landing Gear Doors
DATE: JUNE 2003 Page 15 XSM12B01

LANDING GEAR DOORS

General
The Nose Landing Gear doors (Forward and Aft doors) are of sandwich construction with Nomex
honeycomb core and CFRP (Carbon Fiber Reinforced Plastic) outer and inner skins.
An Additional Bronze mesh is bonded as last layer on the outer skin (between CFRP skin and paint scheme)
for electrical continuity reasons (lightning strike protection).
In the fitting areas, bonding braids ensure the electrical connection to the metallic fuselage structure.
The Main Landing gear doors consists of:

- A main door, hinged to the center fuselage keel beam,
- A leg fairing door, attached to the main landing gear,
All these doors are of sandwich construction with Nomex honeycomb core with CFRP skins.
MAIN DOORS
HINGED DOOR
LEG FAIRING DOOR
MAIN DOOR
NLG HINGED DOOR

DOORS LEG FAIRING DOOR
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Nose Landing Gear Doors
The nose landing gear doors have five parts:

- Two forward doors, hydraulically actuated, which can be closed with the gear in the extended or retracted
position. These doors are of sandwich construction with a skin made of carbon fiber reinforced plastic. They
are hinged to the landing gear bay longitudinal edges.
- Two aft doors, which are also of sandwich construction with a skin made of carbon fiber reinforced plastic.
- One leg door made of aluminum alloy.
Fr.9
NOSE GEAR DOORS: 52.82.00
Fr.20
FITTING
AFT DOORS
CFRP
BRONZE Mesh
OUTER
CFRP Skin
FWD DOORS
CFRP
INNER CFRP Skin
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Main Landing Gear Doors
The main landing gear doors, constructed from carbon fiber composite materials for each gear, have three
parts:
- A main door, hydraulically actuated, which is hinged to the fuselage keel beam parallel to the aircraft center
line and can be closed with the gear in the extended or retracted position.
- A door attached to the gear leg.
- A small door hinged to the wing structure in the neighborhood of the upper end of the main leg.
All doors form part of the fuselage belly fairing and the wing lower surface when in closed position.
MAIN GEAR DOORS: 52.81.00

OUTER
CFRP Skin
HINGED
DOOR
INNER CFRP Skin CFRP
(52.81.11)
GEAR LEG
CFRP
(52.81.13)
MAIN DOOR
CFRP
(52.81.14)
LANDING GEAR DOORS - Main Landing Gear Doors MENU EXIT

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1.3. FUSELAGE
FUSELAGE GENERAL DESIGN PRINCIPLES
General Layout
A319 Fuselage Sections
Typical Section Structure Arrangement
Skin Panels
Skin / Frame / Stringer Typical Attachment
Longitudinal Skin Joints
Circumferencial Skin Joints
Passenger Compartment Floor Structure
Cargo Compartments
Cabin Windows

FUSELAGE GENERAL DESIGN PRINCIPLES

General Layout
Frames from section 13/14 and 4 frames from section 16/17. One of the over wing emergency exists is removed.
Due to the shortened fuselage the rear cargo door is relocated and the belly fairing is modified because of the
cargo door location.
The A321-100 is a stretched variant of the A320-200 aircraft, achieved by the addition of two new fuselage
sections 14A and 16A, placed forward and aft of the center fuselage section. Each of these new sections includes
a pair of emergency exits.
The four exits of fuselage section 15 are deleted. Due to weight increase, other parts e.g. wing, center wing box
or center fuselage are strengthened or redesigned.
14A
14A 16A
16A
13/14 16/17 18
18
16/17
A321 35 35.8 47 47.5 64 70
12 24
+ 8 frames + 5 frames
A320
13/14
13/14 16/17
16/17 18
18
32 35 47 51
- 3 frames - 4 frames
A319
13/14
13/14 16/17
16/17 18
18
- 1 frame - 0.5 frame

- 3 frames
A318
13/14
13/14 16/17
16/17 18
18
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Fuselage Sections


Typical Section Structure Arrangement
The main structure of fusleage typical sections is primary, made of aluminum-alloy. It has skin plates, frames,
stringers and skin stiffeners, they are riveted together to make the fuselage shell. Top beams and seat tracks,
riveted to crossbeams make the cabin floor stronger. Support struts and diagonal braces make the fuselage
structure stronger.
LONGITUDINAL SKIN JOINT

SKIN PANELS
CIRCONFERENCIAL SKIN JOINT
SKIN, STRINGER & FRAME ASSEMBLY
FLOOR STRUCTURE /
FUSELAGE SHELL
ATTACHMENTS
FLOOR STRUCTURE
CARGO FLOOR STRUCTURE
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Skin Panels
General Arrangement
FUSELAGE GENERAL DESIGN PRINCIPLES - Skin Panels - Arrangement MENU EXIT

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Skin Panels (cont’d)
Materials Summary
SKIN
A 320
Stretch - Formed or Rolled plates Stretch - Formed or Rolled plates chemically milled
Integrally machined parts
METALLIC MATERIALS
Skins Window frame forging 7175 T73
- single curvature sheet 2024 T3/T351C Floor beams extrusion 7050 T76511
- double curvature sheet 2024 T42 7175 T73511
- machined plate 7075 T7351 Floor struts extrusion 7075 T76511
Stringers Seat tracks extrusion 7075 T76511
sheet 2024 T351 7175 T6511
extrusion 2024 T351X Windscreen frame forging 7175 T73XX
Frames or plate 7010 T73651
- standard sheet 2024 T351/T42 7175 T7351
- machined plate 7010/7050 T73651 NLG bay plate 2024 T351
2024 T351 7175 T7351
7075 T7351 Keel beam elements sheet 2024 T351
7175 T7351 extrusion 7050 T76511
FWD Bulkhead sheet 7475 T7611
- skin sheet 2024 T3
- stringers extrusion 7175 T7310 THS actuator fitting plate 7075 T7351
Rear Bulkhead
- frame plate 7010/7050 T73651 Vert. Stab. Attach.
- segments sheet 2024 T42 Fittings forgings 7010/7050 T735
FUSELAGE GENERAL DESIGN PRINCIPLES - Skin panels - Materials Summary MENU EXIT
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Chemically Milled Skins
SKIN
A 320
Stretch - Formed or Rolled plates Stretch - Formed or Rolled plates chemically milled
Integrally machined parts
EXAMPLE OF CHEMICALLY MILLED PANEL
FUSELAGE GENERAL DESIGN PRINCIPLES - Skin panels - Chemical Milling MENU EXIT
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Skin / Frame / Stringer Typical Attachment
General Design
The skin plates are made of aluminum-alloy sheets and stringers which are riveted to them make them stronger.
Skin plates are preformed to the contour of the fuselage before they are riveted to the frames.
The frames are the stiffeners that go around the fuselage shell. They are made of aluminum-alloy sections which
are formed or machined. Clips, with cut-outs for stringers, are riveted between the frames and the skin plates.
Door frames and beams make the frame structure stronger in the area of theaft passenger/crew and cargo
compartment(s) doors.
The stringers are the longitudinal stiffeners of the fuselage shell. They are made of aluminum-alloy Z-sections
which are formed, extruded or machined. They are riveted between the frames and the skin plates. Skin
stiffeners make the skin stronger in areas where there are no stringers. The skin stiffeners are riveted to the skin.
A-A
Frame profile
Frame
Skin
Frame cleat
Stringer
Cleat
Skin
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Skin / Frame / Stringer Typical Attachment (cont’d)
Frame Splicing
B Fuselage skin
Frame profile
Cleat
Splice
Splice B
Frame
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Longitudinal Skin Joints
Location
1 12 24 35 47 64 70 77
11 12 13/14 15 16/17 18 19
Stgr 6
Stgr 30
Stgr 16
Stgr 32 Stgr 18 Stgr 32
Stgr 16 Stgr 6 Stgr 18
Stgr 25 Stgr 32
Stgr 32
Stgr 41 Stgr 41
19 18 16/17 15 13/14 12 11
77 70 64 58 47 35 24 12 1
E.g: A320
FUSELAGE GENERAL DESIGN PRINCIPLES - Longitudinal Skin Joints - Location MENU EXIT
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Longitudinal Skin Joints (cont’d)
Details
A-A
Ti Crack stopper
Upper panel
A
41
STGR 18 22
A
Frame
21
25
Lower panel
Stringer
60mm Wedge Crack stopper
Upper panel Upper rivet row Lower panel

Top Fuselage Lower rivet row
FUSELAGE GENERAL DESIGN PRINCIPLES - Longitudinal Skin Joints - Details MENU EXIT
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Circumferencial Skin Joints
Location
2
2 2
2 2 3 3 3
A321 35 35.8 47 47.5 64 70

12 24
+ 8 frames + 5 frames
2
A320 2 2 2 2 2
32 35 47 51
- 3 frames - 4 frames
A319 2 2 3 2
2
2
- 1 frame - 0.5 frame

- 3 frames
A318 2
2 3 2
2 2
FUSELAGE GENERAL DESIGN PRINCIPLES - Circum. Skin Joints - Location MENU EXIT
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Circumferencial Skin Joints (cont’d)
Details
Typical design: 2 fastener rows each side of the joint.
Three fastener rows each side of the joint starting at window line for:
- A319 at frame 47,
- A321 at frames 35.8, 47 and 47.5.
CONNECTING SECTION
E.g: 2 fastener rows circumferential joint (A320)
Frame
3 fastener rows above window line:

- at frames 35.8, 47 and 47.5 for A321,
Cleat - at frame47 for A319.
Flight direction
Junction fitting stringer

stringer
Skin Skin
Buttstrap
FUSELAGE GENERAL DESIGN PRINCIPLES - Circum. Skin joints - Details MENU EXIT
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Passenger Compartment Floor Structure
The cabin floor structure includes:

- cross beams (Y),
- seat tracks and false (or dummy) seat tracks (X).
The longitudinal floor members are bolted on top of the cross beams and the floor panels on the longitudinal
beams.
Seat tracks and cross beams are made from Aluminum Alloy extruded sections.
Floor panels are made of composite sandwich construction.
The cross beams are supported on each side of th ecargo compartment by extruded Aluminum ‘C’-section struts.
Seat rail
Cross
beam
Support
struts
Cross beam to frame attachment
Cross
beam Seat tracks
Dummy or false seat tracks
Support
struts
FUSELAGE GENERAL DESIGN PRINCIPLES - Passenger Cabin Floor Structure MENU EXIT
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Passenger Compartment Floor Structure (cont’d)
Section C-C Detail B

Detail A C
Detail C
A Cross
B
beam Seat tracks
Dummy or false seat tracks
Support
struts
C
37

Passenger Compartment Floor Structure (cont’d)
False track
splicing
‘ X ’ load fittings
38

Cargo Compartments
General
The floor of the two cargo compartments is of sandwich construction. The panels being attached by bolts are
easily removable.
FWD GARGO COMPARTMENT AFT GARGO COMPARTMENT 65

Side wall 63
Side wall lining Standard version
Net strut panels
34 59
Side wall
Partition 31 panels 56
53
28
52A
24A
50
47
Partition
Tie down points
Door Floor panels
net
Tie down points
Standard version Floor panels
Version with C.L.S.
Roller track
Ball mats
Version with C.L.S.
Ball mats Roller track
FUSELAGE GENERAL DESIGN PRINCIPLES - Cargo Compartments MENU EXIT

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Cargo Compartments (cont’d)
Floor Structure
The floor is supported by an aluminum alloy structure attached to each fuselage frame.
The structure consists of a transverse beam attached to the frame and is supported by a trusswork.
E.g. Rear Fuselage
FWD
E.g. FWD Fuselage
Fr.30
FWD
Fr.31
Fr.32
Fr.33
Cross beams
Fr.34
Fittings
Webs
Posts
FUSELAGE GENERAL DESIGN PRINCIPLES - Cargo Compartment Floor Structure MENU EXIT
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Cabin Windows
The cabin windows are 230 mm (9.1 in.) wide and 330 mm (13 in.) high, and are fitted between the frames at
intervals of 533.4 mm (21 in.).
Window frames:
The main window frame is made from a drop-forging which has a T-shaped cross section. To achieve good
fatigue and damage tolerant properties, the window frame is designed on the basis of the 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 raisers to ensure a good fatigue life,
- the outer flange is riveted to the structure and has a varying cross section which gives good load distribution
characteristics,
- the third flange is a stiffener and serves as a crack-stopper,
- an integrally machined doubler.
Window panes:
Each window is made with three panes. The inner pane, which is decorative and non load-carrying, is
incorporated in the interior cabin lining.
Window frame
Eye Bolts
Seal
Retainer ring
4 mm thick Inner pane
9.5 mm thick outer pane
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Cabin Windows (cont’d)
Window panes (cont’d):

Each of the outer panes can carry the full differential cabin pressure (fail safe). These panes are made of
stretched acrylic. Their thickness are 9.5 mm for the outer and 4mm for the inner pane.
These panes are mounted in a dir-cast seal and fitted into the frames by means of a retainer ring which is fixed
by six bolts to the frame.
Near the bottom of the inner pane, at the centre, there is asmall vent hole to ventilate the gap between the two
structural plies and to pressurized the outer panel only. However, in the event of a failure of the outer pane, the
inner pane is able of carrying the full differential pressure.
Window frame
Seal
6 eye Bolts
4 mm thick
Inner pane
Retainer ring
9.5 mm thick
outer pane
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Near the bottom of the inner pane, at the centre, there is asmall vent hole to ventilate the gap between the two


Near the bottom of the inner pane, at the centre, there is a small vent hole to ventilate the gap between the two

1.3. FUSELAGE
FUSELAGE SECTIONS 13/14 & 14A
General
Typical Construction

FUSELAGE SECTIONS 13/14 & 14A

General
This region of the fuselage lies between frames 24 and 35. On A319, the section 13/14 is shorter by three
frames than on A320/A321. It contains the front part of the passenger cabin and, beneath the cabin floor, the
forward freight compartment. The forward cargo door is on the starboard side.
The ends of the cabin floor cross beams are attached to the frames, supported on each side of the cargo
compartment by extruded aluminum alloys struts. In the lower region of each frame, an aluminum alloy
structure is installed to support the cargo compartment floor.
A321 section 14A:
The A321 section 14A extends from frame 35 to frame 35.8.
It provides part of the passenger cabin in the upper section, and beneath the cabin floor, the rear part of the
forward cargo compartment.
Section 14A is of similar construction to section 13/14 but incorporates the emergency exit cut-outs (one on
each side of the fuselage) between frames 35.1 and 35.2A. The cut-out has a size of 73in x 30in on the left and
60in x 30in on the right. The slide/slide-raft is installed in a separate compartment below each door.
In the lower aft area of this section, attachments are provided for the forward belly fairing assembly.
35
A319
Section 13 / 14
24 35.8
35
Section 13 / 14 A321
35
24
A320
24
Section 14A
Section 13 / 14
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Typical Construction
This section is of conventional construction consisting primarily of chemically milled 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 cargo compartment by extruded aluminum alloys struts. In the lower region of
each frame, an aluminum alloy structure is installed to support the cargo compartment floor. The fuselage
frames are arranged at regular intervals of 533.3mm (21in). The standard frames have a common Z-shaped
section made from formed sheet, which provides a continuous structural member attached to the skin and
stringers by sheet metal cleats.
Skin panels longitudinal joints
Typical frames
Windows
Forward part of
Floor panels belly fairing
Typical stringers
Cargo compartment
fixed partitions
Seat rails
Skin panels
Vertical struts
Floor cross beams
SECTIONS 13/14 & 14A - Typical Construction MENU EXIT

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Typical Construction (cont’d)
The cargo door surrounding frames are machined and stabilized by longitudinal webs. In addition, the lower
section is reinforced by a box type structure.
FWD CARGO DOOR SURROUNDING STRUCTURE
Fr. 27
Fr. 24 Fr. 28
Fr. 26
Stgr 23RH
Fr. 24A
Stgr 39RH
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1.3. FUSELAGE
NOSE FORWARD SECTION 11/12
General Layout
Radome
Forward Pressure Bulkhead
Frames
Windshield
Flight Deck Structure
Lower Fuselage
Upper Fuselage (cabin part)
DATE: JUNE 2003 Page 51 XSM13C01

NOSE FORWARD FUSELAGE 11/12

General Layout
This section of the fuselage extends from the radome nose to frame 24. It includes the following elements:
- the radome for the weather radar antenna,
- the forward pressure bulkhead,
- the flight deck in the upper region (frame 1 to 11) and the windshield structure,
- the upper fuselage aft of frame 11 which forms the forward passenger compartment and contains two
passenger doors,
- the lower fuselage from frame 1 to frame 24 with the electronic compartment and the nose landing
gear bay.
A321:
Section 11/12 of the A321 is basically common with the A320 section, but incorporates 4 reinforcements:
- reinforcement of the fuselage panel below the passenger doors,
increase of thickness for the lateral stringer between frame 20 and 21 below the pax door,
- reinforcement of the vertical beam at frame 19,
- reinforcement of the vertical beam lateral panel junction,
- these reinforcements only apply to R/H side.
SECTION GENERAL LAYOUT (1/2)
FLIGHT DECK CABIN
12
1 8 16 20 23
14 18 22
2 4 6 10 13 15 17 19 21
3 5 7 9 11
Passenger door
cutout
FWD pressure bulkhead
Radome
Nose landing gear bay
SECTION 11/12 - General Layout MENU EXIT

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General Layout (cont’d)
Basically the skin panels are chemically milled from 2024 clad aluminum alloy, with the exception of the
titanium plates above and below the windshield frame. (Bird impact protection).
Longitudinal joints are reinforced with extruded stringer in the same way as for the other fuselage joints.
SECTION GENERAL LAYOUT (2/2)
Titanium plates
FLIGHT DECK
FLOOR SUPPORT
UPPER
WINDSHIELD FUSELAGE
CABIN FLOOR
STRUCTURE
SKIN PANELS
NOSE LANDING GEAR BAY LOWER

FUSELAGE
SECTION 11/12 - General Layout (cont’d) MENU EXIT

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Radome
The radome serves as a protective dome for the radar antenna and has been adapted to the aerodynamics of the fuselage
nose.
The design of such a unit is subject to the requirements of the radar optics. These are high transmission, low reflection
and low absorption.
RADOME
Quartz Radome Hinge Fitting
Radome panel (Quartz)
Hinge fittings
Frame
Arrester pick-up
fittings
Lightning strike
protection strips
Copper
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Forward Pressure Bulkhead
The forward pressure bulkhead assembly comprises a flat sheet (1.6 mm thick) reinforced by horizontal profiles on the
front face and vertical beams on the rear face.This sheet is riveted to frame 1 bent section and vertical beams are
picked-up by webs attached to upper and lower skin panel.
FWD PRESSURE BULKHEAD A

Section A-A
Fr. 1
Section B-B Radar
B antenna
B support
Bird impact protection
Radome
hinge Frame 1
points
Radome lock
Horizontal fitting
stiffeners
Fr. 1
A A
A
Flat panel Fr. 2
Radome lock
fittings
Lower skin
SECTION 11/12 - FWD Pressure Bulkhead MENU EXIT

55

Frames
This part of the fuselage is mainly dimensioned by internal pressure and landing cases. Consequently the following
principles have been adopted:
- From frame 1 to frame 21 the mean frame pitch is 230 mm (approximately half the typical pitch in the main fuselage
sections). In the lower fuselage from frame 9 to frame 21 and in the upper fuselage from frame 16 skin panels are
stabilized by stringers interrupted at each frame intersection.
- From frame 21 to frame 24 the typical frame pitch is 533.4 mm and continuous stringers are riveted to the skin
panels with a pitch of 150 mm.
- The primary structure incorporates the following machined frames:

Frame 2: machined in its upper region, it supports the lower horizontal windshield frame.
Frame 3: picks up the oblique windshield post.
Frame 8: forms the windshield side post.
Frame 9: machined in the lower region, picks up the nose landing gear bay forward panel.
Frames 11 to 20: in the lower region form the landing gear bay arch members.
Frames 16 and 20: in the upper region form the passenger door frames.
FRAMES (1/2)
Frame 2 Frame 4
12
1 8 16 20 23 Frame 1
14 18 22
2 4 6 10 13 15 17 19 21
3 5 7 9 11
Frame 8 Frame 9 Frame 11
SECTION 11/12 - Frames MENU EXIT

56

Frames (cont’d)
FRAMES (2/2)
12 Frame 12 Frame 16
1 8 16 20 23
14 18 22
2 4 6 10 13 15 17 19 21
3 5 7 9 11
Frame 18
Frame 20 Frame 23
SECTION 11/12 - Frames (cont’d) MENU EXIT

57

Windshield
In the forward section, upper and lower machined horizontal beams complete the windshield structure, together with
machined windshield frames.

Windshield (cont’d)

Windshield (cont’d)

Flight Deck Structure
In the flight deck area the floor support takes the form of a box structure in association with transversal and
longitudinal beams attached to the pressure bulkhead vertical members.
FLIGHT DECK STRUCTURE FWD pressure bulkhead Box structure

vertical members
Frames
Cross beams
Frame 2
Frame 1 Longitudinal beams
Vertical members
Side skin panels
Longitudinal beams
Box structure
SECTION 11/12 - Flight Deck Structure MENU EXIT

61

Lower Fuselage
This part of section 11/12 contains the nose landing gear bay, access and service door cutouts. The nose
landing gear bay is formed by flat panels integrally machined and stabilized laterally and longitudinally by
struts attached respectively to frames and crossbeams.
LOWER FUSELAGE
Transversal beams
Vertical struts
Nose landing gear bay

A
SECTION 11/12 - Lower Part MENU EXIT

62

Upper Fuselage
Aft of frame 11, floors beams have a similar design to those in the passenger compartment but with wider
spacing due to the lower loads in this area.The passenger door surrounding structure comprises the upper and
lower boxes. The surrounding panel being reinforced at each corner with a thick doubler.
UPPER FUSELAGE (CABIN PART)
FWD PASSENGER
DOOR CUT OUT B
A B
SECTION 11/12 - Upper Part MENU EXIT

63


1.3. FUSELAGE
SECTION 15 - CENTER FUSELAGE
General Layout
Construction General
Upper Region
Pressure Boundaries
Lower Fuselage Assembly
Pressure Bulkhead - Frame 35
Horizontal Pressure Panel
Pressure Diaphragm Assembly (between Fr. 42 and Fr. 46)
Aft Pressure Bulkhead (frame 46 lower part)
Keel Beam
Slanded Panels
Floor Structure / Seat Rails
DATE: JUNE 2003 Page 65 XSM13D01

SECTION 15 - CENTER FUSELAGE

General Layout
The fuselage center section extends from frame 35 to frame 47 for A320, (from frame 35.8 to frame 47 for A321
and frame 35 to frame 47/51 for A319).
A320 CENTER FUSELAGE

FR 47
A321
FR 35.8 FR 47
A320
FR 35 FR 47
A319
FR 35 FR 47/51
FR 35 Belly fairing
CENTER FUSELAGE - General Layout MENU EXIT

66

Construction General
The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air
conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing
box.
In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two
type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.
On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.
COMPARISON WITH A321
Section 15 of the A321 uses the same design principles as those employed for A320:
- moving of emergency exits in section 14A/16A,
- modified lower/upper lateral panels,
- changes of wing root cruciform shape,
- new thicknesses for most of the elements.
COMPARISON WITH A319

- deletion of one emergency exit.
A320 CENTER FUSELAGE

FWD
FWD Fr. 47
Fr. 46
Keel beam
Fr. 35
Center wing box
CENTER FUSELAGE - General Construction MENU EXIT

67

Upper Region
In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two
type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.
FRAMES
Typical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37,
43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are
formed from sheet metal.
At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29.
Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely
machined.
SKINS AND STRINGERS

In the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers.
In addition a riveted machined doubler reinforces the emergency exits cut-outs.
In the lower region, the panel riveted to the keel beam is integrally machined.
SKIN PANELS
35
B
36
37
A Crack stoppers
Titanium 38
39
40
Skin panel
41
Stringers
42
43
44
45
46
47
Window
frames
View A
CENTER FUSELAGE - Upper Region Construction Details MENU EXIT

68

Upper Region (cont’d)
Fr. 42
Reinforcing plate
thickness examples

Pressure Boundaries
The zone beneath the cabin floor is not pressurised, the actual pressure boundary being formed by center wing
box upper panels and a pressure diaphragm extending from the center box rear spar to frame 46. The forward
pressure boundary is formed by frame 35 lower region which is connected to the center box lower front skin by
an articulated horizontal pressure panel. This method of construction prevents center wing box bending
deflections from being transmitted into the fuselage structure.
The aft pressure boundary is formed by an inclined machined bulkhead reinforced on its aft face by 6 vertical
machined members.
FWD horizontal pressure floor Pressure floor

Aft pressure bulkhead
(fr. 46 lower part)
Center wing box 42
FWD
36
37 38 39 40 41 43 44 45
46 47
35

(lower part)
PRESSURE BOUNDARIES
CENTER FUSELAGE - Pressure Boundaries MENU EXIT

70

Lower Fuselage Assembly
Aft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when
retracted.
Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits
the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main
landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box
aft lower panel.
The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted
pressure resisting curved diaphragms.
On each side of the fuselage, between stringers 25 and 26, from the center box rear spar to the aft pressure
bulkead, a box type structure is installed to which the upper frames are attached.
Pressure floor FR. 47
FR. 42
FR. 36
Aft pressure
bulkhead
Fr. 46
Portal frames
Pressure floor
Aft lateral panel

FR. 35
Floor structure
Fwd pressure bulkhead
(fr. 35 lower part)
CENTER WING BOX
Keel beam
LOWER FUSELAGE ASSEMBLY
CENTER FUSELAGE - Lower Part General Layout MENU EXIT

71

Pressure Bulkhead - Frame 35
35 36 FWD 42 46 47
Thickness examples:
FWD PRESSURE
BULKHEAD
(fr. 35 lower part)
View A
Rear view looking FWD

Horizontal Pressure Panel
35 36 FWD 42 46 47
Center wing box

HORIZONTAL
A Center wing box bottom panel
Fr 36 B
PRESSURE
FLOOR
A Fr. 35
B
FWD
Bottom view
B-B
A-A
Fr.35
FWD Pressure
Bulkhead

Pressure Diaphragm Assembly (between Fr. 42 and Fr. 46)
35 36 42 46 47
FWD
REAR PRESSURE DIAPHRAGM

Aft Pressure Bulkhead (frame 46 lower part)
35 36 42 46 47
FWD
AFT PRESSURE
BULKHEAD
(fr. 46 lower part)
Rear view looking FWD

Keel Beam
C
B
C
A
B
A C-C
A-A
B-B

Keel Beam (cont’d)

Slanded Panels
FWD
A-A
View C
FWD B
C
B-B

Floor Structure / Seat Rails
The area below the passenger compartment floor-structure is unpressurized. The floor pressure limit-zone
consists of the top-skin panel of the wing center-box and two adjacent diaphragms. The diaphragms forward of
the wing box connect with a pressure bulkhead installed in the lower part of FR35. The rear diaphragm (which is
also the top panel of the main landing-gear bay) connects with the pressure bulkhead at FR46.
Longitudinal beams extend the length of the center fuselage and hold the passenger compartment floor above the
pressure limit structure. The forward beam section is supported between a cross beam installed at FR35 and the
wing center box. The rear beam section is supported between the wing box and a crossbeam installed at FR47/51.
Support struts are attached to the crossbeams at each end. Seat and floor support tracks are installed on the
longitudinal beams and screws attach floor panels to the track structure.
The longitudinal beams, crossbeams, support-struts, seat-tracks and floor support tracks are made of aluminum
alloy. They are either extruded or milled. The floor panels are made of honeycomb core which is bonded
between Glassfiber Reinforced Plastic (GFRP).
FLOOR STRUCTURE / SEAT RAILS

In between Fr. 35 and Fr. 42
Over center wing box beams
42
36
35
CENTER FUSELAGE - Floor Structure / Seat Rails MENU EXIT

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Floor Structure / Seat Rails (cont’d)

Floor Structure / Seat Rails (cont’d)


1.3. FUSELAGE
SECTION 16/17 - 18 - 19
A320 / A319 General Layout

A321 General Layout
Structure Details
Section 19 General Layout
Section 18 - 19 Joint - Frame 70
Rear Pressure Bulkhead
Vertical Stabilizer Attachment Fittings
Horizontal Stabilizer Attachment Structure
Frame 77 - Tail Cone Attachment Fittings
Tail Cone
DATE: JUNE 2003 Page 83 XSM13F01

SECTION 16/17 - 18 - 19
The rear fuselage is divided into two sections:

- section 16/17 between frame 47 and frame 64,
- section 18 between frames 64 and 70.
Section 16/17 contains part of the passenger cabin and underneath the cabin floor and the aft cargo
compartment, including the aft cargo door cut-out. Section 18 contains the rearmost part of the passenger cabin
and the rear passenger doors.
The design of section 16/17 is similar to that of forward fuselage sections. Skin panels of the lower region
provide support attachment structures for the belly fairing rear part.
This region of the fuselage lies between frame 47 (A320/A321), 51 (A319) and 64. Section 16/17 is on A319
shorter by four frames than on A320/A321.

64
Section 18
A320 Rear pax door cutout

Section 16/17
70
47 Rear pax door cutout
Floor structure
Section 18
64
47
70
A319
Section 16/17
FUSELAGE SECTIONS 16/17 - 18 & 19 - A320 / A319 General Layout MENU EXIT
84

A321 General Layout
A321 Section 16A

This section of the A321 fuselage extends from frame 47 to frame 47.5. The section 16A provides part of the
passenger cabin in the upper section, and beneath the cabin floor, the forward part of the rear cargo
compartment. The section 16A is of similar construction to section 16/17 but incorporates the emergency exit
cut-outs 60in x 30in (one on each side of the fuselage) between frames 47.2A and 47.4. The slide/slide-raft is
installed in a separate compartment below each door.
A321 General Layout

Section 18
64
Section 16/17
A321
70
47.5
47.5
47
Section 16A
FUSELAGE SECTIONS 16/17 - 18 & 19 - A321 General Layout MENU EXIT

85

Structure Details

Section 19 General Layout
This section comprises the unpressurized part of the rear fuselage aft of frame 70. It includes the mounting
structure for the vertical and horizontal stabilizers and houses the Auxiliary Power Unit (APU).
Ti is divided into two main sections:
- section 19 between frame 70 and 77,
- section 19.1 aft of frame 77.
Section 19 is of conventional monocoque design which consists of chemically milled skins, riveted stringers
and frames. The frame pitch varies from 400 mm to 450 mm.
Side panels incorporate the horizontal stabilizer cut-out and the lower panel an access door to this section
where a maintenance floor is installed.
In addition a jacking point is provided at the bottom center line between frames 73 and 74.
SECTION 19 GENERAL LAYOUT Fr. 83
Fr. 87
Section 19.1
Fr. 77
THS Attachment
structure
Section 19
Rear pressure bulkhead
Fr. 70
FUSELAGE SECTIONS 16/17 - 18 & 19 - Section 19 General Layout MENU EXIT

87

Section 19 General Layout (cont’d)

Section 18 - 19 Joint - Frame 70
The frame 70 design - Aft pressure bulkhead comprises:

- a ring frame (Frame 70),
- the forward fin box attachment,
- system arrangements,
- and the interface between fuselage sections 18 and 19.
The machined ring frame is made of 7010 / 7050 T73651 aluminium alloy and consists of four segments and
supports the two forward fuselage/fin attachment fittings in its upper part.
The lip extension on the ring frame provides attachment for the membrane.
The spherical curved membrane consists of four sheet metal segments (2024T42) joined together on the inner
surface by four I-profiles.
Four additional I-sections are used to stiffen the membrane skin radially on the outer surface
SECTION 18 - 19 JOINT - FRAME 70

A 71
Frame 70
Safety valves Electric
Flight controls
Electric B
Hydraurlic
Hydraurlic (green)
(yellow)
APU fuel
Hydraurlic (blue) Bleed air B
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89

Section 18 - 19 Joint - Frame 70 (cont’d)
The interface in between sections 18 and 19 is achieved by the outer flange of the ring frame which is attached
to be fuselage skins and to each stringer of the section 19.
SECTION 18 - 19 JOINT - FRAME 70
Section A-A
Section B-B
Bulkhead
Fr. 70
FWD Bulkhead
FUSELAGE SECTIONS 16/17 - 18 & 19 - Section 18-19 Joint - Frame 70 (cont’d) MENU EXIT
90

Section 18 - 19 Joint - Frame 70 (cont’d)

Rear Pressure Bulkhead
The spherical curved membrane consists of four sheet metal segments (2024T42) joined together on the inner
surface by four I-profiles.
FWD
FWD

The vertical stabilizer spar box attachment fittings are located at frames 70, 72 and 74. Their upper segment is
made of integrally machined plates for spar box to fuselage load carrying.
The attachment structure consists of three pairs of fail safe yokes which transmit vertical stabilizer spar box
loads to fuselage via shear bolts.
VERTICAL STABILIZER ATTACHMENT STRUCTURE
Fr. 74
Fr. 72
Fr. 70
FUSELAGE SECTIONS 16/17 - 18 & 19 - Vertical Stabilizer Attachment Fittings MENU EXIT
93

Vertical Stabilizer Attachment fittings (cont’d)
FWD
FWD

Vertical Stabilizer Attachment fittings (cont’d)
FWD
Fairing attachment profile
Fr. 70
Bulkhead
Attachment
fitting
Fr. 70
Upper skin panel cutout
95

Vertical Stabilizer Attachment Fittings (cont’d)

Vertical Stabilizer Attachment Fittings (cont’d)
Fr. 70
Fr. 70
FWD
View A
97

Horizontal Stabilizer Attachment Structure
To house the trimming tail plane, a large cut-out is provided in the fuselage between frames 74 and 77.
To increase the fuselage rigidity in this area, the cut-out is surrounded by machined beam and a system of
diagonal struts is provided in the horizontal plane in the upper and lower areas.
The machined frame 77 supports the tail plane hinge bearings and the lateral load fittings which introduce
horizontal stabilizer loads into the fuselage structure via the central bracing structure and the upper and lower
bracing structures.
Frame 77 also incorporates four lugs for the attachment of the tail cone unit.
THS ATTACHMENT STRUCTURE Fuselage Cutout
77
76
75
74
73
72
70 71 THS actuator jack
attachment fitting
THS main hinge fitting
FUSELAGE SECTIONS 16/17 - 18 & 19 - Horizontal Stabilizer Attach. Structure MENU EXIT
98

Horizontal Stabilizer Attachment Structure (cont’d)
THS ATTACHMENT STRUCTURE (cont’d)
Fr. 77
Bracing structure
- Upper
Lugs
Diagonal rods LH side
THS hinge
bearing
Vertical
Members
Bracing structure - lower
FUSELAGE SECTIONS 16/17 - 18 & 19 - Horizontal Stabilizer Attach. Structure MENU EXIT
99

Frame 77 - Tail Cone Attachment Fittings
FRAME 77 - TAIL CONE ATTACHMENT
Spigot
LH side shown
Fr. 77 lugs
Fr. 78 lugs
LH side shown
FUSELAGE SECTIONS 16/17 - 18 & 19 - Frame 77 - Tail Cone Attach. Fittings MENU EXIT
100

Tail Cone
The tail cone unit is located aft of frame 77 and houses the APU (Auxiliary Power Unit). This section is
connected to section 19 by means of four lugs and one spigot.
TAIL CONE (1/2) 83

84 85 86
Spigot bearing
82
80 81
78 79
Frame 78
Ventilation
(LH only)
Lugs
Service door
Air intake
Plates
Tubes
FUSELAGE SECTIONS 16/17 - 18 & 19 - Tail Cone MENU EXIT

101

Tail Cone (cont’d)
The APU compartment is locally designed to inhibit an accidental fire. Fire walls are made from titanium, and
the compartment is doubled skinned, the inner titanium skin being separated from the outer aluminium alloy
skin.
TAIL CONE (2/2)

77 78
80 84
Ventilation (LH only)
Fire extinguishing
bottle
Bleed air duct
Exhaust duct
APU access doors
Fuel line
Air intake APU Compartment
Diverter
FUSELAGE SECTIONS 16/17 - 18 & 19 - Tail Cone (cont’d) MENU EXIT

102



1.4. PYLONS / NACELLES
PYLONS / NACELLES
Pylon General Layout

Pylon Primary Structure
Pylon to Wing Attachment Fittings
Engine to Pylon Attachment Structure
Pylon Secondary Structure
Engine Cowls

PYLONS / NACELLES
Pylon General Layout
The engine mounting pylons are convertible to accept the CFM56 or V2500 engines. The role of the pylon,
mounted underneath 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.
SECONDARY PYLON TO WING

STRUCTURES ATTACHMENTS
PYLON TO ENGINE PRIMARY

ATTACHMENTS STRUCTURE
PYLONS / NACELLES - Pylon General Layout MENU EXIT

106

Pylon Primary Structure
The primary structure comprises:

- The lower spar,
- The forward and upper spars,
- Major ribs (ribs 1, 3, 4 and 10). Rib 1 includes the front pyramid for the engine front mount),
- Current ribs 2, 5, 6, 7, 8 and 9,
- Machined side panels.
The lower spar and the pyramid are made of stainless steel.
The upper spars are made of special carbon steel cadmium plated and painted.
All other components (i.e. Ribs and side panels) are made of Titanium.
The primary structure is fitted with:
- Reverser cowl hinge brackets,
- Attachment bracket for reverser cowl opening jack,
- Attachment bracket for the aft secondary structure and bottom pylon fairing.
REAR UPPER SPAR

RIB 10
SIDE PANELS
9
8
7
6
5
4
FORWARD UPPER SPAR
3
LOWER SPAR
2
FRONT PYRAMID ADAPTOR

RIB 1
(ENGINE REAR MOUNT)
PYLONS / NACELLES - Pylon Primary Structure MENU EXIT

107

Pylon to Wing Attachments Fittings
FORWARD ATTACHMENT:
WING SIDE
FORWARD ATTACHMENT
WING FITTING
SLEEVE
SPIGOT
FAIL SAFE BOLTS
FITTING (WING)
LOCK WASHER
SPECIAL NOCHED NUTS
FAIL SAFE LUGS
SPIGOT
RIB 4 FITTINGS
SPIGIT BEARING
PYLONS / NACELLES - Pylon to Wing Attachments Fittings MENU EXIT

108

Pylon to Wing Attachments Fittings (cont’d)
REAR ATTACHMENT:
Wing bottom skin

AFT ATTACHMENT
Wing fail
safe fitting
Sleeve
Fail safe bolts

Fail safe links
Special
noched nuts
Spherical
bearings
Fail safe links
Rib 10
Rib 10
Wing side
PYLONS / NACELLES - Pylon to Wing Attachments Fittings (cont’d) MENU EXIT

109

Engine to Pylon Attachments Structure
Pylon attachment
Pylon adapter beam
AFT ENGINE MOUNT
Cross beam assembly
FORWARD ENGINE MOUNT

Cross beam assembly
Support beam assembly Shear pin
ENGINE Shear pin

Link assembly
Link assembly
Engine fan frame

FWD
Pylon attachment
Engine attachment bracket
PYLONS / NACELLES - Engine to Pylon Attachments Structure MENU EXIT

110

Pylon Secondary Structure
The secondary structure houses most of the system components. It is divided into four main sections.
PYLON TO WING CENTER

FILLETS AFRP
AFT MOVABLE
FORWARD SECTION FAIRING
Stainless steel AFRP
AFT SECTION
Aluminum alloy
LOWER FAIRING
Aluminum alloy
PYLONS / NACELLES - Pylon Secondary Structure MENU EXIT

111

Pylon Secondary Structure (cont’d)
FORWARD FAIRING:
The forward section provides the aerodynamic profile between the engine nose cowl upper section and the wing
leading edge. It is mainly constructed from stainless steel.
PYLON TO WING CENTER FILLETS:

The pylon to wing center fillets, which provide aerodynamic profile between the primary structure and the wing,
and consisting of AFRP (Aramid Fiber Reinforced Plastic) skinned sandwich panels, fastened on aluminum alloy
ribs.
FORWARD FAIRING A
B
A
Panels & Doors
Ribs
Frames
Junction boxes
Cantilever structure
B PYLON TO WING CENTER FILLETS
Panels & Doors
PYLONS / NACELLES - Pylon Secondary Structure (cont’d) MENU EXIT

112

Pylon Secondary Structure (cont’d)
AFT FAIRINGS:
The aft section is made of AFRP for the movable fairing and aluminum alloy construction for the main body.
LOWER FAIRING:
Thee lower fairing between the lower spar and the engine comprises an aluminum alloy center section and
stainless steel front and rear sections.
AFT MOVABLE FAIRING E

E
D Ribs & Spars
C
Skin panels
AFRP
AFT FIXED FAIRING
LOWER FAIRING C
Panel
Steel
Skin panels
Frame Panel
2024
Panel
Steel
PYLONS / NACELLES - Pylon Secondary Structure (cont’d) MENU EXIT

113

Engine Cowls
CFM 56 ENGINES
ENGINE PRIMARY
SYSTEM INSTALLATIONS PLUG
MOUNTS NOZZLE
AIR INLET
PIVOTING DOOR
THRUST REVERSER
FAN COWL
ENGINE NACELLES DOORS
(CFM56-5 ENGINE)
PYLONS / NACELLES - Engine Cowls MENU EXIT

114

Engine Cowls (cont’d)
V2500 ENGINES
SYSTEM INSTALLATIONS ENGINE

MOUNTS
CASCADE
THRUST
ENGINE FAN COWL
REVERSER
NACELLES DOORS
(V2500 ENGINE) AIR INLET
PYLONS / NACELLES - Engine Cowls (cont’d) MENU EXIT

115


1.5. STABILIZERS
VERTICAL STABILIZER
General
Main Box Construction
Leading Edge
Tip
Trailing Edge
Rudder

VERTICAL STABILIZER
General
The fin is made in composite material. The fin comprises a main box, a removable leading edge, rear
shrouds, a tip and a single unit rudder.
TIP
LEADING EDGE
RUDDER
MAIN BOX
TRAILING EDGE FAIRINGS
VERTICAL STABILIZER - General MENU EXIT

118

Main Box Construction
The main box is of carbon fiber composite design. It has a front and rear spar and an additional short center
spar between the fin root and rib 2. This design has been chosen for minimum weight compatible with fail
safe design criteria.
Both the left and right hand panels are fabricated from integrated skins, I-section stringers, spar caps, rib
cleats and fully laminated fuselage attachment lugs. The thicknesses of the skins, the stringer flanges and
webs are determined by the stress distributions from the various loading 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 lugs connected to the fuselage fittings by fail safe shear bolts
to carry the vertical loads and a pair of fail safe transverse rods to carry the lateral loads.
Seven rudder hinge fittings are bolted to the main box rear spar.
The rudder is actuated by three actuators connected to three actuator fitting bolted to the rear spar (between
ribs 4 and 7).
Rib11
FIN BOX CONSTRUCTION
Rear spar
Ribs (11)
Side panels with
integrated stiffeners
Front spar
Rudder actuator
attachment fittings (3)
Center spar
Rudder hinge fittings (7)
Main box to Fuselage attachment fittings
VERTICAL STABILIZER - Main Box Construction MENU EXIT

119

Main Box Construction (cont’d)
Main box assembly.

Side panels & ribs assembly.
MAIN
MAIN BOX
BOX ASSEMBLY
ASSEMBLY
Attachment
Attachment fittings
fittings
Ribs
Ribs
Side
Side panels
panels
VERTICAL STABILIZER - Main Box Construction (cont ’d)

120

Main box assembly.

Fuselage attachment fittings - CFRP lugs.
FUSELAGE
FUSELAGE ATTACHMENT
ATTACHMENT FITTINGS
FITTINGS
Before bonding with the skin

121

Main box assembly.

Typical CFRP ribs.
RIBS
RIBS

122

Main box assembly.

Rudder actuator and hinge fittings.
REAR
REAR SPAR
SPAR // RUDDER
RUDDER ATTACHMENT
ATTACHMENT FITTINGS
FITTINGS
Main
Main box
box rear
rear spar
spar
Actuator
Actuator attachment
attachment brackets
brackets
Hinge
Hinge fittings
fittings
Access
Access holes
holes

123

Main box assembly.

Side panels: one shot bonding manufacturing technique and differential design.
One shot bonding technique:
Wet skin, stringers and rib shear ties cured in one shot.
Differential design:
Pre-cured stringers are bonded to the wet skin. Rib ties are then installed by riveting
Side
Side panels
panels
Before
Before mod.
mod. 26500K4924
26500K4924 After
After mod.
mod. 26500K4924
26500K4924
MSN
MSN 0001-
0001- 0832
0832 MSN
MSN 0833
0833 -- 9999
9999
One shot bonding - Modular process Differential design
Typical stringer shape Typical stringer shape
- wet skin
- wet skin, - bonded pre cured stringer
- wet stringers, - riveted pre cured rib ties
- wet rib shear tie
Bonded pre-cured Stringer
Rib
Stringer Riveted shear ties
skin
Rib shear tie
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Leading Edge
The removable leading edge is made in three spanwise sections to ease handling of individual parts and thus
replacement procedures. It is of sandwich type construction. The front part is reinforced for hail and bird
impact protection. The outer fiber layer is coated with a special paint to prevent erosion and for static
discharge. The leading edge section is attached to main box front spar.
Material: GFRP (Glass Fiber Reinforced Plastic)
A dorsal fin of glass fiber sandwich construction forms the interface of the fin loading edge to the fuselage
contour and provides the continuity of the fin to fuselage side fairings.
Material: GFRP
Steel
Steel cover:
cover: 25247K3657,
25247K3657, 28484K6104,
28484K6104, SB
SB 55-1016
55-1016
Leading
Leading edge
edge Before modification After modification
Steel cover
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Tip
The tip of the fin is of sandwich construction and is bolted to the top rib of the fin main box.
Material: GFRP
Trailing edge
The trailing edge of the vertical stabilizer is formed by shrouds panels made of carbon fiber (sandwich
construction).
These panels are designed as access panels, to give access to hydraulics, control servos, rods and hinge
fittings.
Tip Tip
(GFRP,
Lightning strike protection strap
sandwich)
Leading
edge
Rudder
Main box
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Trailing Edge
The trailing edge of the vertical stabilizer is formed by shrouds panels made of carbon fiber (sandwich
construction).
These panels are designed as access panels, to give access to hydraulics, control servos, rods and hinge
fittings.
Trailing edge panels

A
4 A
B
2
B
1
A
Panel support frame

Main box
rear spar Flange
Panel 1
Panel 2
Piano hinge
Main box side panel Access panel (CFRP, sandwich)
Side panel Piano hinge
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Rudder
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 fiber composite faced material similar to that on the
A310.
It consists mainly of one front spar, two side panels with integrated leading edge and a top and bottom
closing rib.
For lightning strike protection the rudder tip and trailing edge is of aluminum alloy construction.
CFRP skins
Upper
Tip (Al. alloy)
Honeycomb core rib
Trailing edge
Hinge fittings
profile (CFRP, solid laminate)
(Al. Alloy)
Trailing edge
profile
(Al. Alloy)
Hoisting
point
Side panels Side panels

(CFRP, sandwich)
Actuator fittings
(CFRP, solid laminate)
Spar Hinge fittings

Rudder
hinge (CFRP, solid laminate)
fitting
Hoisting
Spar point
Hinge fitting Lower closing rib
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Rudder (cont’d)
RUDDER
RUDDER -- General
General
Trailing
Trailing edge
edge profile
profile
Side
Side panel
panel
Leading
Leading edge
edge
Front
Front spar
spar
Closing
Closing rib
rib
Tip
Tip
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129

Rudder (cont’d)
RUDDER
RUDDER ASSEMBLY
ASSEMBLY PROCESS
PROCESS
Side
Side panel
panel
Side
Side panel
panel
Spar
Spar
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Rudder (cont’d)
Attachment fittings:
Side panel Spar Side panel
Actuator
attachment
fittings
Hinge
attachment
fittings
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1.5. STABILIZERS
HORIZONTAL STABILIZER
General
Main Spar Box
Main Fittings
Elevator Fittings
Leading Edge & Tip
Trailing Edge Panels
Elevator - General
Elevator Box
Elevator Actuator & Hinge Fittings
Elevator Tips

HORIZONTAL STABILIZER
General
The horizontal stabilizer is composed of:

- Two main spar boxes,
- Two elevators,
- A leading edge,
- A trailing edge,
- Tips.
Rear support
fitting Hinge arms
Access
panels
Elevator
Main box
Center joint
Jack screw Tip

fitting Lex fairing Two part
leading edge
HORIZONTAL STABILIZER - General MENU EXIT

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Main Spar Box
The two spar boxes are joined together at rib1 by titanium fittings.
Each spar box is a full CFRP monolithic structure which consists of:
- A top and a bottom self-stiffened panel (with integrated “I” shaped stringers),
- A front and a rear spar with integrated vertical stiffeners,
- Thirteen ribs,
- Two elevator actuator attachment fittings (at ribs 7 & 8),
- Six hinge attachment fittings,
- A screw jack fitting,
- A rear support fitting,
- A side load fitting.
Screw jack
attachment fitting
TYPICAL RIB
Front spar Rib 1
Rib 7
Rib 8
Ribs
Rear support Center joint
fitting
Elevator Hinge Fittings (6)

Rear spar
End rib
Actuator attachment
Side load fittings (2)
fitting
Self-stiffened rib
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Main Spar Box (cont’d)
MAIN BOX CONSTRUCTION
Upper panel
Rear spar
Lower panel
Ribs
Front spar
Ribs
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Self stiffened panel
Rib 1
Rib 2
Self stiffened panel
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Titanium fitting
Center joint
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138

Main Fittings
The main box is attached to the fuselage via:

- two screw jack fittings (carbon fiber), bolted to the front spar,
- two rear support fittings (one on each outer box) and bolted to the rear spar at rib 3 and linked by
upper and lower reinforcements bolted to the upper and lower skins (carbon fiber),
- two side loads fittings (one on each outer box) made out of carbon fiber.
SCREW JACK ATTACHMENT
Actuator fittings
(2)
Elevator hinge fittings (6)
REAR SUPPORT FITTINGS
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Main Fittings (cont’d)
Inboard
Inboard
Rear spar
Rear support fittings

FWD attachment fittings
Front spar
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Elevator Fittings
Each elevator is actuated by two actuators which are connected to jack fittings bolted to ribs 7 and 8 through
the main box rear spar. Six hinge fittings are also attached to the main box rear spar.
All these fittings are made out of carbon fiber.
Actuator fittings (2)
Elevator hinge fittings (6)

(CFRP) Fitting (Al alloy)
Actuator fittings (2)

(CFRP)
A
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Leading Edge and Tip
Each leading edge is divided into three sections which are of sandwich construction shinned with CFRP
layers, except the nose section where the outer and inner skins join together to form a monolithic area
reinforced by additional CFRP layers for bird impact protection.
The nose area is also protected against erosion and impact by a metallic plate.
Front spar Main spar box TIP
Leading edge rib

Metallic CFRP Skins
sheet
LEADING EDGE
Tip Aluminum alloy
Main spar box
Front spar
Leading edge
Metallic plate
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Leading Edge and Tip (cont’d)
Leading edge ribs
Front spar
Tip
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Trailing Edge Panels
Each side, the trailing edge is divided in four removable upper panels and eight removable lower panels.
These panels are supported by ten CFRP monolithic ribs.
Each panel is of sandwich construction skinned with CFRP layers.
TRAILING EDGE
334AT (344AT) ACCESS PANELS & RIBS
Top panel
Main box FWD
334BT (344BT)
334CT (344CT)
334AB (344AB)
334DT (344DT)
334BB (344BB)
334CB (344CB)
334DB (344DB)
334EB (344EB)
334FB (344FB)
334GB (344GB)
334HB(344HB)
Rear spar
Bottom panel
Trailing edge ribs
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Elevators - General
Each elevator is composed of:

- An upper and a lower skin panel (sandwich construction, carbon fiber skins + glass
honeycomb core),
- A front spar (sandwich construction, carbon fiber skins),
- Ribs (CFRP monolithic construction),
- A trailing edge profile(Aluminum alloy for lightning strike protection,
- An inner tip (sandwich construction, CFRP skins),
- An outer tip (Metallic construction for lightning strike protection),
- Actuators and hinge fittings,
- Lightning strips,
- Hoisting points.
Hoisting points (3)

Lightning strike strips
Rib 1
Rib 4
Rib 5
Inboard Upper panel
cap
Hinge
fittings
(6)
Actuator
fittings
(2) Outer tip
Leading edge ribs Front spar Lower panel
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Elevator Box
The elevator box is made of two sandwich carbon fiber panels bolted to the front spar and fastened together
in the trailing edge area through inserts.
A riveted aluminium trailing edge completes the lightning strike protection of the elevator.
Honeycomb core
TRAILING
TRAILING EDGE
EDGE
Fastener Insert Metallic profile

CFRP Skin
UPPER
UPPER PANEL
PANEL
LOWER
LOWER PANEL
PANEL
Front spar
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Elevator Box (cont’d)
Only 4 carbon ribs numbered as shown in the picture are riveted to the front spar and skins panels ensure the
rigidity of the box.
Ribs are riveted directly to the skin panels.
Rib 4
Rib 5
Rib 1
Front spar
Rib 10
Rib 10
Rib 1 Rib 4 Rib 5 Lightning strike strips
LIGHTNING STRIKE STRIPS
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Elevator Box (cont’d)
Lightning
Lightning strike
strike
Strip
Strip
Skin
Skin Panel
Panel
Trailing
Trailing edge
edge profile
profile
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Elevator Actuator & Hinge Fittings
The elevator fittings are bolted to the front spar and consist of:
- Two actuator fittings (carbon fiber),
- Six hinge fittings (aluminum alloy).
Actuator fittings
Hinge fittings
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Elevator Tips
Removable tips are screwed to this box structure.
The inner tip is a single carbon fiber sandwich construction bolted to the inner closing rib.
The outer tip is made out of aluminium alloy.
INNER CAP
(CFRP, sandwich)
Inner cap (CFRP)
OUTER TIP
(Aluminium alloy)
Elevator box
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1 - A319 / A320 /A321 STRUCTURE DESCRIPTION
1.6. WINGS
CENTER WING BOX
General
Skin Panels
Front Spar
Rear Spar
Frame 36
Frame 42
Internal Rib Structure
Wing Root Joint

CENTER WING BOX

General
The center section of the wing extends across the width of the fuselage and forms an integral fuel tank.
It is bounded by the front and rear spars, the upper and lower skins and the root ribs (rib 1). Internally there
are six spanwise truss type ribs extending from the front spar to the rear spar. The two spars are combined
with frames, forming the fuselage frames 36 and 42. The center wing box provides external attachments
and internal supports at the root ribs for the fuselage frames 37, 38, 39, 40 and 41.
The entire assembly reacts external wing bending moment and transmits external wing shear and torsion
into the fuselage at the root ribs through the above mentioned frames, but principally through frames 36
and 42.
FRAME36
FRAME36
FRAME
FRAME 42
42
Upper
Upper skin
skin
panels
panels Cruciform
Cruciform
Rear
Rear spar
spar
fitting
fitting
Front
Front spar
spar
Root
Root rib
rib 11
Lower
Lower TT
fitting
fitting
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Skin Panels
The upper and lower skins consist of machined plates stiffened by internal spanwise stringers, made from
extruded I-sections, attached to the skins by means of a Drivmatic Automatic Riveter.
Upper skin:
On the upper skin these stringers are stabilised at intervals by a series of machined brackets.
An additional system of stiffeners on the upper skin provided in the chordwise direction, consisting of an
external set of fabricated ribs which also support the cabin floor of structure.
The upper skin is fabricated from two panels, whereas the lower skin consists of three panels.
A-A
Stringer
Aft upper panel

Fwd upper panel
7010T651
7010T6 B-B
Fwd upper panel Aft upper panel
Stringer
C-C
Stringer
FWD
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Lower skin:
B-B
Center panel
Aft panel
Stiffener 8 Stiffener 11
Rear spar Fwd panel Front spar
Aft panel
Stringer
Center panel panel
A-A
Stringer
Fwd panel
Triform fitting
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Front Spar
The front spar is fabricated from extruded booms, a machined web and vertical heavy machined stiffeners
on the aft face of the web and horizontal stiffeners, stabilised at intervals by small brackets, on the upper
forward face. This heavy stiffening being required because the spar, apart from its other functions, also
acts as a cabin pressure bulkhead. At the bottom of the front spar are attached a series of longitudinal
beams supporting a horizontal pressure diaphragm which connects the pressure bulkhead at frame 35 to the
wing structure.
The rear spar is a monolithic element machined from forged stretched plate.
The attachment of the main front and rear spars to the fuselage frames 36 and 42 is by means of pairs of
fail safe elements machined from forgings which are assembled to the center wing box before assembly to
the fuselage.
Frame 36 ref.
Upper skin panel
Front spar web
Lower skin panel

Horizontal pressure bulkhead
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Front Spar (cont’d)
Front spar
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Rear Spar
The rear spar is a monolithic element machined from forged stretched plate.
The attachment of the main front and rear spars to the fuselage frames 36 and 42 is by means of pairs of
fail safe elements machined from forgings which are assembled to the center wing box before assembly to
the fuselage.
Frame 42
Rear spar
- Rear spars
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Rear Spar (cont’d)
Rear spar
Top skin panel
Rib 1 Rib 1
Rear spar
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Rear spar
Door
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161

Frame 36
Frame 36
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Frame 42
Frame 42
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Internal Rib Structure
A rod arrangement inside the wing center box is used to connect the upper and lower skin panels and to
stiffen the entire box structure.
These (lattice) ribs are fabricated from special light alloy rods and heavy machined beans.
Rod upper attachment
Fwd
Rib 1
B-B A-A
Lower skin panel

Rod
Rod
Lower skin panel
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Internal Rib Structure (cont’d)
A rod arrangement inside the wing center box is used to connect the upper and lower skin panels and to
stiffen the entire box structure.
These (lattice) ribs are fabricated from special light alloy rods and heavy machined beans.
CENTER WING BOX - Internal Rib Structure (cont’d)

165

Wing Root Joint
At the root joint, the wing box presents a dihedral and sweep angle to the center box, which necessitates a
complete joint at rib 1 (stringers, skin panels and spar joints).
Skin Panel joints.
The upper and lower wing skin panels (outer wing box) are joined to the center wing box (inside the
fuselage) by means of forged fittings:
- A cruciform fitting for the upper skin panels.
- A “T” fitting and an external fail safe butt strap for the lower skin panels.
Cruciform fitting
OUTER WING BOX CENTER WING BOX
Rib 1 datum
Triform Fitting
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Wing Root Joint (cont’d)
Upper skin joint - cruciform fitting

The four flanges of the cruciform fitting are tapered in cross section with their thicknesses progressively
increasing from front to rear to account for the load distribution.
The “horizontal” flanges are joined to the wing skins, to produce a shear joint, and the “vertical” flange to the
fuselage skin and to the web of the root rib 1. The cruciform fitting also acts as the upper boom of rib 1.
The inner flanges of the top skin panel stringers (from center wing box and exterior wing box) are connected
together by means of “crown-fittings” joined by tension bolts through the vertical flange of the cruciform
fitting.
View on F Center wing box upper skin panel
Center wing box stiffener
Rib 1
Crown fitting
Cruciform fitting
Outer wing box upper skin panel
Center wing box upper skin panel
Outer wing box stringer Center wing box stringer

Crown fitting

Root rib 1
TOP SKIN PANELS JOINT
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Lower skin joint - ‘T fitting and fail safe butt strap.

The lower skins of the center and exterior wing boxes are joined in the following fail safe manner:
- with an inner T-fitting,
- with an outer fail safe strap.
The three flanges of the T-fitting and the flanges of the butt strap fitting are tapered in cross-section with their
thicknesses progressively increasing from front to rear to account for the variation of the loading.
The vertical flange of the T-fitting is attached to the web of the rib 1, which allows this fitting to act as a boom for
rib 1.
The fail safe strap is also divided chordwise in three positions, which gives additional fail safety.
In order to minimise local bending effects at the joint, the inner flanges of the stringers and the webs are
progressively tapered while the skin flanges are progressively enlarged laterally as the stringer approaches the
intersection. Throughout the joint, the skin is also tapered as the horizontal flange of the T-fitting and the outer fail
safe trap tapers in the opposite direction, in order to enhance the load diffusion of the skin joint.
Rib 1
Triform fitting
Stringer Rib 1
Triform fitting
Stringer
Outer wing box lower skin panel

Center wing box lower skin panel
Lower 3 parts butt strap
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168

Skin joints at frame location
Fuselage skin Frame foot fittings
Cruciform fitting
Upper skin
Stringer
Rib 1
Crown fitting
Rib 1
Vertical fittings
CENTER WING BOX
Triform fitting
Lower skin
Stringer

169

Spar joints.
Rear spar web Frame 42

Vertical tee fitting Frame 42
CENTER
CENTER WING
WING BOX
BOX
Internal corner fitting Internal External

corner fitting corner fitting
Bottom skin panel Vertical tee fitting Triform fitting
CENTER
CENTER WING
WING BOX
BOX
Bottom Rear spar boom

strap
A A Vertical tee fitting

External
corner fitting Frame 42
OUTER External
OUTER WING
WING BOX
BOX
corner fitting
Internal
corner fitting
OUTER
OUTER WING
WING BOX
BOX Triform fitting
B B
Bottom
strap Bottom
strap
SPAR JOINTS
Bottom skin
panel Triform fitting Internal corner fitting

170

STUDENTS’ NOTES


1.6. WINGS
OUTER WING BOX
General
Dry Bay / Collector Cell
Drip Fence
Engine Pylon Attachments
Top Skin Panels
Bottom Skin Panels
Wing Access Panels
Spars - General
Front Spar
Slat Track Cans
Rear Spar
Jacking Points
Rear False Spar / Main Landing Gear Support Structure
Ribs

OUTER WING BOX

General
Each outer wing comprises:

A main load-carrying box structure composed of:
- Top skins (2 panels),
- Bottom skins (3 panels),
- A Front spar (1 single piece),
- A rear spar (3 pieces),
- Twenty six ribs (rib 2 to 27,
- a mounting structure for the engine pylon.
- A fixed leading edge and the support structure for the slats (forward of the front spar),
- A trailing edge (aft of the rear spar), forms the attachment structure for the flaps, spoilers, shrouds and
aileron as well as the main landing gear attachment structure cantilevered aft of rear spar,
- A wing tip which incorporates a winglet.
Tip fence Main box (Skin panels, stringers, spars, ribs)

Fixed leading edge
Fixed trailing edge structure

Main landing gear attachment structure
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Dry Bay / Collector Cell
A dry bay is built into the front of the fuel tank between ribs 5 and 6 to protect against turbine disc failure.
The closed area between rib 1 and rib 2 forms a collector cell for the main fuel pumps.
Top skin panels

COLLECTOR
Front spar CELL
Rib 6
Rib 2
Rib 2
Rib 5
DRY BAY
COLLECTOR
COLLECTOR CELL
CELL
Bottom skin panels Front spar
Rib 27
Root rib 1
Rear spar
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Drip Fence
A drip fence is installed on the bottom skin at rib 22, inboard of the NACA intake access panel.
The drip fence is an aluminium alloy angle which prevents fuel (out of NACA intake) from flowing down
the wing surface to the pylon area. The angle stops the flow of fuel and causes it to drop to the ground.
DRIP FENCE
Rib 21 Rib 23
Rib 22
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Engine Pylon Attachments
The engine pylon is attached to the main wing box using four main components:
- Two forward brackets,

- Thrust spigot,
- Rear mounting bracket.
The forward brackets are cantilevered off the forward face of the front spar and support the links attached
to the forward lugs on the pylon. Each bracket consist of a pair of back to back components bolted
together, providing a fail safe capability. The brackets take vertical loads only.
The spigot is attached to the bottom flanges of the forward brackets and picks up with the top deck of the
pylon. It takes thrust and side loads. There is a fail safe pin down the center of the spigot.
FORWARD
FORWARD ATTACHMENT
ATTACHMENT Pylon forward
pick-up attachments
Top skin panel
Front spar FORWARD
Rib 7
Rib 8
Reinforcing plate
Reinforcing plate Spigot (Trust) Bottom skin panel
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Engine Pylon Attachments (cont’d)
The rear pylon mounting is a simple point attachment to a spherical bearing which picks up with the rear
top deck of the pylon.
Attachment to the wing is via an inter-costal between ribs 7 and 8.
REAR
REAR ATTACHMENT
ATTACHMENT
Top skin panel
Rib 7
Rib 8
Pylon
Pylon rear
rear fitting
fitting
Simple lug bracket Bottom skin panel
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Top Skin Panels
The top skin is made from zinc bearing aluminium alloy (type 7150) material. The high proof strength of
this type of material makes it ideal for a surface predominantly in compression. Due account is taken of the
reserve bending loads to ensure that there are no fatigue problems.
The skin consists of mainly “ “ section stringers attached to a two panel skin. Stringer 13 and 14 are
“ “ section and are capped between rib 2 and 22 to form a duct leading into the surge tank. Outboard of
rib 22 the “ “section stringers blends into “ “ sections.
Skin panels and stringers are fully machined to produce minimum weight components with optimum
grading of skin thickness and stringer area to ensure satisfactory stability of the upper surface.
The skin panels are locally increased in thickness at pylon, flap track and aileron attachments and there is
also an internal doubler plate at the forward pylon attachments and fail safe chordwise straps at ribs 7 and
8.
Stringers are attached to the skin using rivets except at joints and rib stations where interference fit bolts
are used.
A standard emergency fuel filler hole, suitably reinforced, is provided between ribs 19 and 20.
Typical
Typical stringer
stringer shape
shape
Main landing gear

reinforcing plate
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Top Skin Panels (cont’d)
The skin panels are locally increased in thickness at pylon, flap track and aileron attachments and there is
also an internal doubler plate at the forward pylon attachments and fail safe chordwise straps at ribs 7 and
8.
Stringers are attached to the skin using rivets except at joints and rib stations where interference fit bolts
are used.
A standard emergency fuel filler hole, suitably reinforced, is provided between ribs 19 and 20.
Top
Top skin
skin reinforcing
reinforcing plate
plate (pylon)
(pylon)
Top skin reinforcement

(inside)
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Bottom Skin Panels
The bottom skin, which is predominantly in tension, is made from copper bearing aluminum alloy (type
2024) material and consists of fifteen stringers attached to a three panel skin. The skin panels are joined at
stringer 8 and 11 by two spanwise butt straps extending to approximately rib 21.
The cover is designed to meet the demanding fatigue requirements and fully exploits the excellent fatigue
resistance and slow crack propagation rates of the 2024 alloy.
The skins are extensively machined on the inner surface to produce minimum weight components. They
are shot peen formed after machining. The center skin panel contains the main access holes.
The stringers are made from extrusions and fully machined to provide optimum sections. The stringers are
joint-free and are attached to the skin using interference fit bolts.
In the pylon and undercarriage regions the skin is reinforced by doubler plates bolted to its external
surface.
Typical
Typical stringer
stringer shape
shape
2 4 6 8 12 14
Stringers
Front spar 1 3 5 7 11 13 15
Rear spar
FWD Ribs
1
9 2
10 3
4
5
6
Skin panel 1
Skin panel 2 7
8
Stgr 8
9
Skin panel 3
10
Stgr 11
11
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Bottom Skin Panels (cont’d)
In the pylon and undercarriage regions the skin is reinforced by doubler plates bolted to its external
surface.
MLG reinforcing plate REINFORCING PLATES
Rear spar ref.
False rear spar ref.
Pylon reinforcing plate
Pylon reinforcing plate
Main landing gear

reinforcing plate
7
8
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Bottom Skin Panels (cont’d)

Bottom skin reinforcing plates in pylon and main landing gear attachment areas.
Bottom
Bottom skin
skin reinforcing
reinforcing plate
plate (pylon)
(pylon)
Front spar datum

Main
Main landing
landing gear
gear reinforcing
reinforcing plate
plate
Gear rib datum
Rib 5 Gear rib

datum
Rear spar datum
Rib 7
Rib 8 Taper indicated

thus
Taper change
Rib 8
Rib 7
Rib 5 datum
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Wing Access Panels
One integral fuel tank is formed in each wing between rib 1 and rib 22.
All bolting in the primary structure is of the interference fit type with the exception of the rib to spar bolts
and those for the attachment of access doors. The interference fit type bolts are used to improve structural
fatigue life and ensure adequate sealing of the fuel tanks.
Interchangeable manhole access panels in the lower wing skin provide access to the internal structure
during build and in-service maintenance.
The manhole access panels are of load carrying and non-load carrying types.
The non-load carrying panels are used between ribs 1 and 13 and load carrying panels outboard of this rib.
All panels are sealed by replaceable seals.
Rib 13
Clamped doors Bolted doors
Rib 13 Inboard Outboard
Outside
CLAMPED DOORS
BOLTED DOORS
Inside
Man hole doors additional information
OUTER WING BOX - Wing Access Panels MENU EXIT

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Wing Access Panels (cont’d)
OUTER WING BOX - Wing Access Panels (cont’d) MENU EXIT

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Spars - General
The outer wing contains three spars:

- a front spar (single piece),
- a rear spar (three piece),
- a rear false spar (aft of the rear spar).
All spars are made from aluminum alloy (7010) using rolled stretched plates.
Front spar Rib 6
Rib 22
Rib 27
Rear spar
joint at rib 6
Rear spar
Rear spar
joint at rib 22
3 sections False rear spar
OUTER WING BOX - Spars - General MENU EXIT

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Front Spar
The front spar is machined in a single piece and contains rib posts, stiffeners, panels, crack-stopper, cutouts
for slat tracks, reinforcement etc. The integral crack-stopper extends out to rib 24 and is continuous except
for a portion in the region of the pylon (ribs 6B to 8) where it is replaced by a bolt-on titanium alloy strap.
The crack-stopper is located at approximately on third panel height from the bottom flange. The innermost
portion of the front spar contains a cut-out which is used for wing join-up by a permanently bolted on
‘build door ’which forms part of the shear web.
Aft view, looking forward
Crack stopper
Track 1
Top flange Track 4 Track 3
Track 2
Bolt-
Bolt-on titanium alloy
strap ( front face)
Spar web
Bottom flange Rib 8 Rib 7 Rib 6 Rib 5 Rib 4 Rib 3 Rib 2
Track 9 Vertical stiffeners

Track 10 Rib 21 Rib 20 Rib 19 Rib 18
Additional Information
OUTER WING BOX - Front Spar MENU EXIT

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Additional information - Typical spar thicknesses
FRONT SPAR
OUTER WING BOX - Front Spar (cont’d) MENU EXIT

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FRONT SPAR

189


190

Slat Track Cans
Track cans 11 and 12 are made from pressed aluminum alloy and aluminum alloy plate welded together. The
remaining cans are made from an aluminum alloy tube and aluminum alloy plate welded together. The track cans
are held in position by:
- the brackets and the cleats attached to the top skin,
- the flanges attached to the front spar.
Train pieces are attached to the track cans and let liquid come out through the bottom skin.
Ribs
Bottom wing 1
Track can 2 2
3 3
4 5 4
6
Track cans location 7
5 8
9
6
10
7 11
12
13
8 14
9 15
19 16
17
10 18
Slat Slat track
11 20
21
12 22
23
24
25
26
27
Front spar
Slat track can
OUTER WING BOX - Slat Track Cans MENU EXIT

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Rear Spar
The rear spar is made is three pieces:

- Inner rear spar (from rib 1 to 6),
- Mid rear spar (from rib 6 to 22),
- Outer rear spar (from rib 22 to 27).
The rear spars contains an integral crack stopper out of the rib bay 24-25, which is again located at
approximately one third panel height from the bottom flange.
Between ribs 4 and 6 the integral crack-stopper is reinforced by a bolt-on titanium alloy strap.
Rib 2 Rib 3 Rib 4 Rib 5

Crack stopper
Top flange
Vertical stiffeners
Bottom flange Spar Web
Additional information
OUTER WING BOX - Rear Spar MENU EXIT

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Rear spar additional information - Typical thicknesses
OUTER WING BOX - Rear Spar (cont’d) MENU EXIT

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Rear spar additional information - Typical thicknesses

194

Rear spar joints at rib 6 and 22.
Spar
Spar joint
joint assembly
assembly at
at rib
rib 66
Rib 6
Middle spar
Rib 22
Rib 6
Inner spar
Titanium
Joint plate reinforcing strap
Integral crack
Gusset bracket
Spar
Spar joint
joint assembly
assembly at
at rib
rib 22
22 stopper
Rib 22 datum
Outer spar
datum
Middle spar datum

195

On the inner rear spar, the bottom flange is reinforced by additional angles bolted to the back of the spar
high shear area due to the load input from the main landing gear.
At approximately rib 4, the inner spar web is recessed to accommodate the pintle fittings which houses the
bearing supporting the forward attachment point of the main landing gear.
Rear spar
Pintle fitting
Jack fitting
Pintle fitting
Side stay fitting Aft angle

Recess for pintle fitting
Aft angle (outer) Inside view

Aft angle (mid)

196

Jacking Points
A jacking point is provided on the lower surface of the wing at the intersection of the rear spar and rib 9.
Jacking bracket
Rib 9 datum A
Lower inside skin line

Middle spar
Rib 9 datum Jacking bracket
Middle spar
datum
OUTER WING BOX - Jacking Points MENU EXIT

197

Rear False Spar / Main Landing Gear Support Structure
A false rear spar connects the aft end of the gear rib to the wing box between ribs 8 and 9. This spar,
together with the skins, the gear rib and internal riblets forms a torque box.
The sidestay is attached, via a spherical bearing and steel cardan pin, to the sidestay fitting on the rear spar
at rib 9.
Retraction jack loads (jack predominantly in compression during retraction) are taken via bearing to the
jack fitting lying along the rear spar between ribs 2 and 3.
Top skin stiffeners
Gear support rib 5
Pintle fitting
Retraction jack fitting
False rear spar
Gear rib 5
Aft attachment
Side stay fitting
Aft attachment Pintle fitting Jack fitting
Aft angles
OUTER WING BOX - Rear False Spar / MLG Support Structure MENU EXIT
198

Ribs
The twenty-six ribs are positioned to give a near optimum spacing for supporting the top and bottom skins
achieving the best position for those ribs carrying the loads from the main landing gear, engine pylon, flap
tracks.
All ribs are integrally machined using rolled stretched plate of aluminium alloy 7010.
In the inner wing, rib 1 to 8 contain cut-outs used for inter-bay access.
Ribs 15 (only for A321 and A320), 22 and 27 are fuel bulkheads whilst rib 2 is partially sealed to keep the
fuel pumps submerged.
All ribs are attached to the skins by interference fit bolts.
2
3
4
5
6
7
8
9
10 11 Rib
Rib to
to spar
spar assembly
assembly
12 13
15
14 17
16
19
18
21
20
23 Rib
22
25
24
26 Spar
27
Rib
Rib to
to top
top skin
skin assembly
assembly
Rib
Top skin
Additional information
OUTER WING BOX - Ribs MENU EXIT

199

Ribs (cont’d)
Additional information - Example of rib thicknesses.
Typical
Typical rib
rib thickness
thickness example
example -- Rib
Rib 44
OUTER WING BOX - Ribs (cont’d) MENU EXIT

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Ribs (cont’d)
Flap track ribs.
Flap
Flap track
track rib
rib
Flap track rib
OUTER WING BOX - Ribs (cont’d) MENU EXIT

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1.6. WINGS
WING LEADING EDGE & TRAILING EDGE
Leading Edge and Leading Edge Devices

Leading Edge Fixed Structures
Slats - General
Slats Construction
Trailing Edge Fixed Structures
A319 / A320 Flaps
A321 Flaps
Flap Track Fairings
Spoilers
Ailerons

WING LEADING EDGE & TRAILING EDGE

Leading Edge and Leading Edge Devices
The leading edge, forward of the wing box front spar and between the wing root rib 1 and rib 27 includes:
- The fixed leading edge structure,
- Five control surfaces - Slats 1 to 5,
- Slat 1, inboard of the engine pylon,
- Slats 2 thru 5, outboard of the engine pylon.
The five slats are connected to the fixed leading edge by slat tracks.
The fixed leading edge houses the following systems:
- The environmental protection system (ATA 36-14-00) between the wing root and rib 12,
- The wing ice protection (ATA 30-11-00),
- The engine bleed air supply system - Ducting - (ATA 36-11-00),
- The electrical, hydraulic and pneumatic installations.
Leading edge
(57 - 41 - 00)
Slat 1
(57 - 42 - 21) Slat 2
(57 - 43 - 21) Slat 3
(57 - 44 - 21)
Slat 4
(57 - 45 - 21) Slat 5
(57 - 46 - 21)
WING LEADING & TRAILING EGDES - Leading Edge General MENU EXIT
204

Leading Edge Fixed Structures
The fixed leading edge consists of machined ribs, cantilevered from the wing box front spar, supporting a D-
nose skin and spar assembly fabricated from aluminium alloy sheet. Access is provided by means of
detachable panels along the underside between the front spar and sub-spar.
The cantilever ribs are machined from aluminum alloy plate material and consist of:
- Main ribs, in pairs, which carry slat track rollers. There are twelve pairs of ribs, four for
slat 1 and two each for slats 2 to 5.
- Intermediate ribs between the track ribs provide additional support for D-nose assembly and the
bottom access panel and provide mid-support for slats 2 to 5, ensuring the slat profile matches that
of the wing.
The to skin is of conventional aluminum alloy sheet stiffened with rolled stringers.
The bottom surface access panels are of sandwich construction (carbon fiber / Nomex honeycomb core) and
are attached with quick release fasteners.
The panels inboard of the anti-icing telescope are designed to blow out in case of duct burst, when the panels
are retained at their forward edges.
The D-nose components (skin, spar and ribs) are made from aluminum alloy sheet material.
Nose ribs Wing front spar

Track 4
Stiffeners Track 3
Spars
Track 2 Track ribs
Track 1
Track 12
Track11
Intermediate
Track 10
ribs
Track 9
Skins Track 8
Lower access panels
Track 7
Track ribs
Spar Wing box

Track 6 Intermediate ribs front spar
Track 5
WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure MENU EXIT
205

Leading Edge Fixed Structures (cont’d)
Doubler
Wing front spar
Track 4
Stiffeners Track 3
Spars
Track 2 Track ribs
Track 1
Spreader plate
Wing front spar
Skins Intermediate ribs

Finger plate Track ribs
Lower access panels Spar
Cleat - stringer
Corner plate
Rib
Angle
Skin
Stiffener
Spar
Plate
WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure (cont’d) MENU EXIT
206

Leading Edge Fixed Structures (cont’d)
Wing front spar
Track 4
Stiffeners Track 3 Pylon Fwd
Spars Attachment area
Track 2 Track ribs

Track 1
Intermediate ribs
Doubler
Skins
Leading edge skin assembly
Track rib
Wing box
front spar Pylon inner outer
leading edge ribs
WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure (cont’d) MENU EXIT
207

Slats - General
The five slats forms the movable part of the wing leading edge.
Slat 1 covers the fixed leading edge between the wing root and the engine pylon.
Slats 2 to 5 cover the leading edge between the engine pylon and the wing tip.
When the slats are rested against the wing in cruise fight, seals prevent airflow between slat and the wing.
The slat is kept in position by a hold down device engaged with a stop in the fixed leading edge and it
ensures that the shape of the slat conforms closely to that of the deformed wing.
There are no requirements to de-ice slat 1 and 2, but the ribs in slats 3, 4 and 5 contains cut-outs to
accommodate the piccolo tube.
Track 4 Track 3 Track 2 Track 1

A Main riveted structure
Slat 1
Slat 2
Slat 3
Slat 4
Slat 5
Track rib 3 Track rib 1
Track rib 4 Track rib 2
Hoisting lug
Outboard Trailing edge structure
end rib A Intermediate ribs
Inboard
end rib
Slat 1 structure Section A-A
Stringer
Track rib Trailing edge

Track 1 structure
Rear spar
Track 2 Top skin

Lower skin
Trailing edge
Fairing Track 3
Trailing edge structure
Track 4
Top skin Top skin
Lower girder
Rear spar
Trailing edge
profile
Bottom skin
Honeycomb core
WING LEADING & TRAILING EGDES - Slats - General MENU EXIT

208

Slats Construction
The main structure of each slat is a riveted assembly of aluminum alloy skin, stringers and ribs. The track
ribs are machined from plate while the intermediate ribs and skins are formed from sheet material.
The slat trailing edge structure is made from aluminum alloy and includes a honeycomb core sandwich
between face sheets and closed at its aft tip by a machined edge member.
In order to meet the fail safe requirements, slat 1 is mounted using four tracks, the middle two tracks being
driven. Failure of any one track will not result in the slat becoming detached.
Slats 2, 3, 4 and 5 have two tracks, both being driven.
Hoisting lug
Track rib 7 SLAT 3 DETAILED
Slat 1
A
Front spar
Slat 2
Slat 3
Slat 4
Slat 5 Inboard C Hoisting lug
end rib
Outboard
Intermediate rib end rib
Main riveted Seal
structure C
Elbows
A Track rib 8
Seal Top plate
Seal Rubbing
Piccolo tube and plate
block
C-C
Hold
Trailing edge profile
down rib Upper girder
Top skin
Rubbing
bock Honeycomb
Rear spar core
Piccolo Seal
tube ref. Front spar
Bottom skin
Exhaust air holes Finger strip Stop
Piccolo tube
Lower girder Hold down bracket
Piccolo tube plate
WING LEADING & TRAILING EGDES - Slats Construction MENU EXIT

209

Trailing Edge Fixed Structures
The trailing edge is the area aft of the rear spar, between root rib 1 and rib 27.
It bears the supports and attachments for the movable surfaces (two flaps, five spoilers and one aileron) and
their drive mechanisms.
In addition: the trailing edge structure consists of an over-wing and an under-wing panel, a shroud box and a
fixed shroud.
Overwing panel Overwing panel

Underwing panel Underwing
panel
Shroud box False rear spar
- Top and bottom skin
Flap drive 2
bracket
Fixed shroud
- Top and bottom skin
Spoiler 2
Trailing edge falsework hinge fitting
- top and bottom panels Shroud box
structure
Wing rear
Trailing edge falsework spar Spoiler 1 Fixed shroud
- top skin panel hinge fitting structure
Spoiler 4 Flap drive 3 bracket
hinge fitting
Fixed panel
assembly Spoiler 5
hinge fitting Spoiler 3 hinge fitting
aileron
Flap support rib
Strips, closing plates & seals
Flap drive 3 bracket
Aileron hinge fittings

Aileron support structure
Access panels
WING LEADING & TRAILING EGDES - Fixed Trailing Edge MENU EXIT
210

Trailing Edge Fixed Structures (cont’d)
The trailing edge is the area aft of the rear spar, between root rib 1 and rib 27.
It bears the supports and attachments for the movable surfaces (two flaps, five spoilers and one aileron) and
their drive mechanisms.
In addition: the trailing edge structure consists of an over-wing and an under-wing panel, a shroud box and a
fixed shroud.
Trailing edge falsework Spoiler 2 hinge fitting

False rear spar
Riblets Spoiler 1 hinge fitting Wing box rear spart

Ribs
Pylon attachment
fittings Flap drive 2 bracket Riblets Flap drive 3 bracket
WING LEADING & TRAILING EGDES - Fixed Trailing Edge (cont’d) MENU EXIT
211

A319/A320 Flaps
Each inner and outer flap (for A319 and A320) are divided into three main parts:
- A leading edge,
- A flap box,
- A trailing edge.
Rubbing strips
Rear spar
Front spar
A319 / A320 FLAPS Trailing edge structure
Rib 1 Flap box
Inner flap
Rib 5
Flap track fairing Leading edge

Flap track
fairing Rib 9
Flap track
fairing Rubbing strips
Flap track 2 Rib 14
Flap track 3
Rib 1 Flap box

Flap track 4 Outer flap
Rib 4 Trailing edge structure
Rib 8 Rear spar

Front spar
Rib 11
Leading edge
Rib 15
Rib 18
WING LEADING & TRAILING EGDES - A319/A320 Flaps MENU EXIT

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A319/A320 Flaps (cont’d)
Leading Edge:
The leading edge is of sandwich construction. The inner and outer skins are made of carbon fiber composite
and are bonded to an over expanded honeycomb core.
Flap Box:
The flap box consist of:
- Upper and lower panels,
- CFRP front and rear spars,
- CFRP Ribs,
- CFRP doublers for local reinforcements.
The upper and lower panels of the inner and outer flaps are of the same design.
Each panel is build from CFRP (Carbon Fiber Reinforced Plastic) and integrates the skin, and “U”section
stringers.
Ribs Adjustable seal

Trailing edge
Rear spar
Inner and outer rib 5
Rib 6
Front spar
Lower skin
Inner and outer
A319
A319 // A320
A320 Flaps
Flaps -- rib 14
Construction
Construction principles
principles
Hoisting fitting
Leading edge Rib 15
Upper skin
Top skin with

integrated stiffeners
Front spar CFRP, monolithic
CFRP, monolithic
Rear spar
CFRP, monolithic
Aluminum alloy
Leading edge
CFRP, sandwich Bottom skin with integrated stiffeners
CFRP, monolithic
WING LEADING & TRAILING EGDES - A319/A320 Flaps (cont’d) MENU EXIT
213

A321 Flaps
The trailing edge flap system comprises an inner and outer flap. Each of these flaps has two elements: a main
flap and an aft tab to provide a double slotted arrangement.
The inner flap and its tab are made of aluminum alloy, whereas the outer flap is made of CFRP and its tab
made of aluminum alloy.
The main flaps are supported on four track beams, two for each flap. The outboard three beams are fixed
beneath the wing torque box, while the fourth is mounted on the fuselage side. The flap connection to the
track beam uses a fail safe pivot to a carriage fitted with needle roller bearings, which run on straight track
members fitted to the track beams. Lateral load reactions are provided at track 2 for the inner flap, and track
3 for the outer flap. Tracks 1 and 4 use wing link connections of flap to carriage, to allow for lateral relative
movements.
The flaps are powered by rotary actuators driven by a spanwise torque shaft.
The aft tab is supported off the main flap by additional hinges each formed by two links. The inner flap has
three tab hinges, while the outer flap has five.
The tabs are driven at the flap tracks 2, 3 and 4 by drive rods connected to the carriages at hinge 1A, where
the tab drive mechanism is earthed at the wing fixed trailing edge structure. In the event of a disconnection of
any link connecting the tab to the flap or carriage, the tab will remain connected to the main flap.
Rear spar
Rubbing strips Inboard
Inboard flap
flap
A321
A321 Flaps
Flaps Inner flap tab Front spar
Flap tab
Inner flap
Outer flap
Flap box
Outer flap tab
Rib 1
Rib 7
Leading edge
1B 1A
Flap track 3A Rib 13
fairing 3C 3B Inner flap
Rubbing strips
Rib 1 Outboard
Outboard flap
flap
Tab hinges Flap track 3
Flap track 4 Rib 2
Flap tab
Flap track fairing Rib 4
Flap track 2
Rib 8
Flap box
Leading edge
Rib 11
A321 Flap Construction details Rib 15

Rib 18
WING LEADING & TRAILING EGDES - A321 Flaps MENU EXIT

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A321 Flaps (cont’d)
Additional information: A321 flap construction details (ribs and spars).
Rib 1
Ribs
Ribs
Rear
Rear spar
spar
Rib 1
Rib 13
Front
Front spar
spar
Rib 9
Rib 10
Rib 13
WING LEADING & TRAILING EGDES - A321 Flaps (cont’d) MENU EXIT
215

Additional information: A321 flap construction details (upper skin).
Upper
Upper skin
skin
216

Additional information: A321 flap construction details (bottom skin).
Bottom
Bottom skin
skin
217

Flap Track Fairings
The flap track fairing (e.g. No. 2) is divided into two parts, a forward fixed portion attached to the wing
bottom skin and a hinged aft part driven by a link from the flap and supported on the flap beam.
The fairing shell is of CFRP / Honeycomb sandwich construction.
A319 / A320 FLAPS TRACK FAIRINGS
R R
WING LEADING & TRAILING EGDES - Flap Track Fairings MENU EXIT
218

Spoilers
There are five spoilers on the upper surface of the wing trailing edge which have the following functions:
- Roll function, speed-brake function, ground spoiler function,
- Spoiler 1 is connected to the rear false spar,
- Spoilers 2 to 5 are connected to wing rear spar.
A319 / A320 SPOILERS A321 SPOILERS
Spoiler 2 Spoiler 1
Spoiler 2 Spoiler 1
Spoiler 3
Spoiler 4 Spoiler 3
Spoiler 5 Spoiler 4
Spoiler 5
WING LEADING & TRAILING EGDES - Spoilers MENU EXIT

219

Spoilers (cont’d)
The five surfaces are of similar construction consisting of a sandwich structure bonded using carbon fiber
composite skins, and Nomex honeycomb core. The central hinge fitting, integral with the actuator attachment
is machined from aluminum alloy, as are the end hinge fittings.
Outer hinge
bracket
B
Honeycomb
core B
D C
Center hinge bracket

Trailing edge
Outer hinge
bracket
Seal
Honeycomb core
Actuator
attachment fitting Skins (CFRP)
Seal Link
Details
WING LEADING & TRAILING EGDES - Spoilers (cont’d) MENU EXIT

220

Spoilers (cont’d)
WING LEADING & TRAILING EGDES - Spoilers (cont’d) MENU EXIT

221

Ailerons
The aileron is located outboard of the outer flap and is connected to the wing box rear spar between ribs 22
and 27.
It is manufacturer using CFRP skin, spar and ribs.
The center area of the top and bottom skins are of sandwich construction with honeycomb core and CFRP
skins for stability reasons.
The aileron is fitted with 2 aluminum alloy attachment fittings and 5 hinge fittings.
Ribs Construction details

Hinge fitting
Actuator fitting
Hinge fitting Top skin panel
Actuator fitting
Hinge fitting Trailing edge profile
Diaphragms (upper, lower)
Hinge fitting
Hinge fitting
Bottom skin panel

Outboard rib
Upper diaphragm
Top skin panel
Trailing edge
profile
Lower diaphragm
Spar Bottom skin panel Rib
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222

Ailerons (cont’d)
Trailing edge
Closing rib
Ribs,
Ribs, skin
skin panels
panels
WING LEADING & TRAILING EGDES - Ailerons (cont’d) MENU EXIT

223

Ailerons (cont’d)
Top skin panel Hinge

Hinge fitting
fitting
Actuator fittings
Spar
Rib
Hinge fitting
Diaphragms
Bottom skin panel
Actuator
Actuator fitting
fitting
Top skin panel

Rib
Spar
Rib
Bottom skin panel

224

Ailerons (cont’d)
Actuator fittings
Hinge fitting
Diaphragms Diaphragms
Upper diaphragm
Diaphragms
Diaphragms
Bottom skin panel
Spar
Leading
edge
Lower skin panel

Lower diaphragm

225


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STRUCTURE TRAINING MANUAL

STRUCTURE MAINTENANCE FOR TECHNICIANS 1 - A319 / A320 / A321 STRUCTURE DESCRIPTION

1 - A319 / A320 / A321 STRUCTURE DESCRIPTION

PASSENGER AND CARGO COMPARTMENT DOORS

DATE: JUNE 2003 Page 1 XSM12A01

PASSENGER AND CARGO COMPARTMENT DOORS

BULK CARGO DOOR

AFT CARGO DOOR

FWD CARGO DOOR

OVERWING EMERGENCY EXITS

PASSENGER & CARGO DOORS - General MENU EXIT

DATE: JUNE 2003 Page 2 XSM12A01

DATE: JUNE 2003 Page 3 XSM12A01

Passenger Doors (cont’d)

Cross members (frame segments)

DATE: JUNE 2003 Page 4 XSM12A01

Passenger Doors (cont’d)

Aluminum alloy (2024 / 7175)

Typical construction (FWD Doors)

DATE: JUNE 2003 Page 5 XSM12A01

Passenger Doors (cont’d)

Beams & Junction plates

Typical construction (FWD Doors)

DATE: JUNE 2003 Page 6 XSM12A01

Passenger Doors (cont’d)

DATE: JUNE 2003 Page 7 XSM12A01

A319 / A320 Emergency Exit Doors

DATE: JUNE 2003 Page 8 XSM12A01

A321 Emergency Exit Doors

Section 14A 35.1 35.3A 47.2A 47.4 Section 16A

47.4 47.2A 35.3A 35.1

DATE: JUNE 2003 Page 9 XSM12A01

Cargo Compartment Doors

Bulk Cargo door Fr. 60

FWD cargo door

AFT cargo door Fr. 24A

AFT cargo door

PASSENGER & CARGO DOORS - Cargo Doors - General MENU EXIT

DATE: JUNE 2003 Page 10 XSM12A01

Cargo Compartment Doors (cont’d)

Piano hinge assembly Actuator fittings

Cover Assembly E.g: FWD Cargo Door

DATE: JUNE 2003 Page 11 XSM12A01

Cargo Compartment Doors (cont’d)

DATE: JUNE 2003 Page 12 XSM12A01

Bulk Cargo Doors

It is possible to open the door from the inside.

Bulk Cargo door

DATE: JUNE 2003 Page 13 XSM12A01

THIS PAGE INTENTIONALLY LEFT BLANK

DATE: JUNE 2003 Page 14 XSM12A01

1 - A319 / A320 / A321 STRUCTURE DESCRIPTION

LANDING GEAR DOORS

DATE: JUNE 2003 Page 15 XSM12B01

LANDING GEAR DOORS

The Main Landing gear doors consists of:

LEG FAIRING DOOR

NLG HINGED DOOR

LANDING GEAR DOORS - General MENU EXIT

DATE: JUNE 2003 Page 16 XSM12B01

Nose Landing Gear Doors

The nose landing gear doors have five parts:

INNER CFRP Skin

LANDING GEAR DOORS - Nose Landing Gear Doors MENU EXIT