A320fam Ata05-20 Airplane General

A318/A319/A320/A321 (CFM56) / (IAE V2500)
For Category B1/B2
Introduction / Aircraft General

ATA 00
Issue 1: 12 Aug 2016

Revision 1: 1 Apr 2020
Airbus A318/A319/A320/A321 (CFM56) and
Airbus A319/A320/A321 (IAE V2500) ATA 05-20
(sub-) cat.B1.1/ B2 AIRPLANE GENERAL AVIET TRAINING
TRAINING MANUAL

Airbus A319/A320/A321 (IAE V2500) B1.1
/B2 (sub·) categories
05-20 AIRPLANE GENERAL

(LEVEL 1)
ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES
FAMILY TIES PRESENTATION........................................................................4 FIGURE 1: AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS..................... 7

SA FAMILY PRESENTATION...........................................................................6 FIGURE 2: AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS..................... 8
FUSELAGE DATUM LINES............................................................................ 18 FIGURE 3: AIRCRAFT GENERAL - FAMILY RANGE................................... 11
ZONING.......................................................................................................... 20 FIGURE 4: AIRCRAFT GENERAL - MAXIMUM WEIGHT AND OPERATING
ACCESS......................................................................................................... 40 LIMITS.............................................................................................................13
COCKPIT PRESENTATION...........................................................................44 FIGURE 5: AIRCRAFT GENERAL - MAXIMUM WEIGHT AND OPERATING
COCKPIT PHILOSOPHY................................................................................56 LIMITS.............................................................................................................15
TIME LIMITS AND MAINTENANCE CHECKS............................................... 60 FIGURE 6: Data, Dimensions and Weights of the A320 Family......................16
SCHEDULED MAINTENANCE TASKS & CHECKS in MPD..........................60 FIGURE 7:Data, Dimensions and Weights of the A320 Family.......................17
UN-SCHEDULED MAINTENANCE in AMM Section 05-50-00...................... 60 FIGURE 8: Coordinate System.......................................................................19
SCHEDULED REPETITIVE RETIREMENTS THROUGH MPD................. 62 FIGURE 9: Zoning...........................................................................................20
LIFTING AND SHORING................................................................................64 FIGURE 10: Major S ub...................................................................................22
LEVELING AND WEIGHTING.........................................................................72 FIGURE 11: Major Sub-Zones - Wing and Nacelle.........................................23
WEIGHING AND BALANCING........................................................................72 FIGURE 12: A321 Unit Zones - Fuselage and Vertical Stabilizer.................. 25
CUICK LEVELING.......................................................................................... 74 FIGURE 13:Unit Zones - Wing and Horizontal Stabilizer................................26
TOWING AND TAXIING.................................................................................. 76 FIGURE 14: Unit Zones - Landing Gear......................................................... 27
PARKING AND MOORING.............................................................................89 FIGURE 15: Engines Major-, Major Sub- and Unit - Zones........................... 28
STORAGE PROCEDURE...............................................................................94 FIGURE 16: A 319 Door Zone Numbers........................................................ 29
PLACARDS AND MARKINGS.......................................................................100 FIGURE 17: A 320 Door Zone Numbers........................................................ 30
LABELS.........................................................................................................100 FIGURE 18: A 321 Door Zone Numbers........................................................ 31
GROUND HANDLING................................................................................... 102 FIGURE 19: Stations.......................................................................................32
SERVICING POINT...................................................................................... 102 FIGURE 20: Fuselage Stations...................................................................... 33
A/C SERVICING ARRANGEMENT...............................................................104 FIGURE 21: Wing Rib Stations...................................................................... 34
TURNING RADII........................................................................................... 106 FIGURE 22: Stabilizer Rib Stations................................................................ 34
GROUND SUPPORT ECUIPMENT AND TOOLS....................................... 108 FIGURE 23: Pylon and Nacelle Stations........................................................ 35
SAFETY ITEMS/INTERFACES.....................................................................117 FIGURE 24: Fuselage Sections..................................................................... 36
FIGURE 25: Structural Breakdown and Zoning.............................................. 37
FIGURE 26: Vertical Stabilizer Structure A318............................................... 38
FIGURE 27: Access Left Side RADOME, Avionic Compartments, Nose
Landing gear................................................................................................... 41
FIGURE 28: AIRCRAFT GENERAL - THE CABIN........................................43
FIGURE 29: COCKPIT PRESENTATION...................................................... 45
FIGURE 30: COCKPIT PRESENTATION - OVERHEAD PANEL................. 47
FIGURE 31: COCKPIT PRESENTATION - GLARESHIELD.......................... 49
FIGURE 32: COCKPIT PRESENTATION - MAIN INSTRUMENT PANEL
(ENHANCED)................................................................................................. 51
FIGURE 33: COCKPIT PRESENTATION - CENTER PEDESTAL................ 53
FIGURE 34: COCKPIT PRESENTATION - SIDE CONSOLES................. 55

FIGURE 35: COPY PHILOSOPHY.................................................................57
FIGURE 36: COCKPIT PHILOSOPHY - PUSHBUTTON COLOR
PHILOSOPHY................................................................................................. 59
FIGURE 37: SCHEDULED MAINTENANCE TASKS&CHECKS IN MPD & UN
SCHEDULED MAINTENANCE IN AMM SECTION 05-50-00.........................61
FIGURE 38: SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD
........................................................................................................................63
FIGURE 39: Lifting And Shoring......................................................................64
FIGURE 40: Jacking Points.............................................................................65
FIGURE 41: Jacking Pads..............................................................................66
FIGURE 42: Trim Indicator..............................................................................67
FIGURE 43: Components...............................................................................69
FIGURE 44: Attitude Indicator.........................................................................74
FIGURE 45: Towing Fitting and Location....................................................... 77
FIGURE 46: Towing........................................................................................ 78
FIGURE 47: Towbar........................................................................................ 79
FIGURE 48: Electrical Supply / N/W Steering Deactivation Electronic Box ... 81
FIGURE 49: Main Gear Towing (Front).......................................................... 82
FIGURE 50: Main Gear Towing (Rear)........................................................... 83
FIGURE 51: Towing Loads and Angles with Engines stopped.......................84
FIGURE 52: Allowed Towing Angles with Engines running (Idle Power)...... 85
FIGURE 53: Taxiing and Associated Precautions - Turning Radii................ 87
FIGURE 54: Taxiing and Associated Precautions - Danger Areas................ 88
FIGURE 55: Protective Equipment Covers..................................................... 90
FIGURE 56: Gear Safety Devices...................................................................91
FIGURE 57: Markings on the Fuselage and Tail Unit................................... 101
FIGURE 58: SERVICING POINTS................................................................103
FIGURE 59: A/C SERVICING ARRANGEMENT.......................................... 105
FIGURE 60: TRUNING RADII.......................................................................107
FIGURE 61: GROUND SUPPORT EQUIPMENT AND TOOLS - STANDART
TOOLS...........................................................................................................109
FIGURE 62: GROUND SUPPORT EQUIPMENT AND TOOLS - SPECIFIC
TOOLS...........................................................................................................111
FIGURE 63: GROUND SUPPORT EQUIPMENT AND TOOLS - STANDART
GSE...............................................................................................................113
FIGURE 64: Electrostatic Discharge - ESD Problems.................................. 115
FIGURE 65: Electrostatic Discharge - ESD Protection................................. 116

FAMILY TIES PRESENTATION COMFORT
Before design an aircraft, there are a lot of people has been listened: The family effect is all the greater because the initial design was right.
> the businessman is interested in saving time, For passengers, this means an aircraft that is comfortable and convenient in
> the cabin crew want the aircraft to be user friendly, every class.
> the ground crew want easy maintenance, The versatility of the single aisle cabin lets operate as to match the market.
> the pilot wants the aircraft to be dependable and easy to handle, First, business or economy class, layouts as passenger demand requires.
> management are interested in the bottom line and our sales team On regional flights, this means an equal comfort and useful flexibility for the
want an aircraft that can go out and beat the competition with. airline.
So when listening been done, design has been started of a new generation 150 FLEXIBILITY
seats. And result has been a great success on original lines all over the
world. The cabin intercommunication system makes it easy to vary cabin
configuration.
With the latest electronics Flight By W re control and a new approach to the Wth the wide aisle, cabin crew and passengers can move more easily. A
man machine interface, the A320 really is the state of the art in commercial standard A321 with 196 passengers has a turn round time of only 34 minutes
aviation. But to the Airbus Industry approach to the success is to go further. and this reduces to 29 minutes with the wide aisle option, 11 minutes faster
than the competition.
By this way A320 was a start of a real family.
EFFICIENCY
For example, to stretch the 150 seat A320 into a 190 seat A321 reached When the baggage isn't left behind, the cargo compartments can be
simply to make local re-enforcements to the wing and center section and unloaded and reloaded well within the passenger turn round time.
some minor changes to the flight control software. The rest could stay 70% of A320 users have opted for the containerization system based on the
virtually the same. LD 3 standard. A wise choice when you consider the increasing proportion of
an airline income that comes from freight.
The A321 is an A320 with two extra fuselage sections and room for 36 more Although the A321 is only 18% longer than the A320, its under floor capacity
paying customers. is 40% greater, room for three more containers.
In the same way A320 has been shortened to create the A319, The most
economic member of the family.
These three aircrafts between them cover the needs of the airlines from 124
to 185 seats.
This family design makes it easier for an airline to cope with daily or
seasonal variations in traffic and keep maintenance costs down because of
the fleet effect.

TECHNOLOGY FLEET ADVANTAGE
Advanced composite materials and the best aluminum alloys produce a In terms of maintenance operating A320s, A321s and A319s is the same as
rugged yet light airframe. High structural efficiency directly reduces operating operating a single type. The savings are enormous, common equipment,
costs. common staff.
The A321 and A319 are assembled in Germany at a purpose built Deutsch
Airbus plant. For cabin crew, the cabin is a just a little longer or shorter.
Since potential corrosion problems are addressed at source, structural For pilots the aircraft are virtually the same. They react in the same way to
inspection programs are simplified reducing maintenance costs and the same commands. This is true of all Airbus Industry new generation
enhancing resell value. aircraft from the A319 to the four engine A340.
More advanced technology can be seen in the wings which are lighter and
optimized for computer control flight. Because of better aerodynamics, they The simulator is common to the whole family. Basic crew conversion costs
made the A320 and the A321 the most fuel efficient commercial jets on the are therefore much lower for airlines, which base their fleets on Airbus
market. technology. Because the crews can be used on different aircraft, operations
are more flexible and efficient.
RANGE
Designing a 192/200 seater based on the A320 was a natural step. The cost
The Airbus A321 cost per passenger mille is by far the lowest in its category. effectiveness of the idea is even clearer in market forecast.
The A319 has the lowest fuel consumption. The advent of the A319 is perhaps even more inhibitive. Now airlines can
The engines too interface with the flight by wire controls and the autopilot adapt a slack operating periods and expand their commercial networks to
system. second relines while keeping the fleet effect.
The whole family has the same man machine interface. The Primary Flight The A319 opens up development perspectives for smaller airlines too by
Display alone replaces six conventional electromagnetic instruments. providing them now with a high quality aircraft that would go on being
Information is displayed on a six cathode ray tubes when it is needed, thus attractive.
reducing the crew's workload. By founding the first real family of aircraft, Airbus Industry has created a
novel concept based on standardization and maximum commonality. We
A major asset of computer-aided design is ease of access to system have provided the market with three cost effective aircrafts, which operate
operation parameters. This is an advantage for the Centralized Fault Display efficiently together.
System (CFDS), the key to maintenance guidance. This family works as a team.
Any failure is analyzed, the faulty component identified, the diagnosis made,
and if necessary the information is transmitted to the ground in real time for
time saving repair.
The A320 family ties really come into their own when it comes to
maintenance. Virtually all despairs, test devices and procedures are
identical. No need for extra stocks or special training or facilities in service
staff are available for the whole family.
SA FAMILY PRESENTATION
The Single Aisle is the most advanced family aircraft in service today, with
fly-by-wire flight controls.
The A318, A319, A320 and A321 are twin-engine subsonic medium range
aircraft.
The family offers a choice of engines:

> International Aero Engines and CFM International for the A319, A320
and A321.
> Pratt & Whitney and CFM International for the A318.
AIRCRAFT DIMENSIONS
The picture shows the main dimensions for the A320.
The A318, A319 and A321 have exactly the same dimensions except that:
> the A318 is 6.12 m (20 ft) shorter and 1.18 m (3ft 10in) higher,
> the A319 is 3.74 m (12ft 3in) shorter,
> the A321 is 6.93 m (22ft 9in) longer.

3.95 m
(12ft 11 in)
37.57 m (123ft 3in)
*12.45 m (40ft 1 0 in f
34.1 m (111ft 10in)
FIGURE 1: AIRCRAFT GENERAL AIRCRAFT DIMENSIONS

+4.26 m +2.67 m
(+8 FRAMES) (+5 FRAMES) A321
+ 6.93 m/273 in
(+13 FRAMES)
44.5 m (146 ft)
BASE
A320
37.57 m (123ft 3in)
-1.60 m -2.13 m
(-3 FRAMES) (-4 FRAMES)
A319
-3.74 m/147 in
(-7 FRAMES)
33.83 m (111 ft)
-2.39 m -3.73 m
(-1.5 FRAMES) (-3
A318
- 6.12 m /241 in
(-4.5 FRAMES)
31,45 m (103ft 2in)
FIGURE 2: AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

THIS PAGE IS INTENTIONALLY LEFT BLANK

AIRCRAFT GENERAL (continued)
FAMILY RANGE
With a Maximum Take-Off Weight (MTOW) of 77 tons (170000 lbs), the A320
has a range of 3600 Nm as shown above.
> For the A318, with an MTOW of 66 tons (145500 lbs), it is 3900 Nm.

Δ
W ITH AN MTOW OF 77 tons (170 000 lbs), THE A320 HAS A RAN6E OF
3600 Nm AS SHOWN ABOVE.
- FOR THE A318, W ITH AN MTOW OF 66 tons (145 500 lbs), IT IS 3900 Nm.
- FOR THE A319, W ITH AN MTOW OF 68 tons (150 000 lbs). IT IS 4200 Nm.
- FOR THE A321, W ITH AN MTOW OF 83 tons (183 000 lbs). IT IS 3100 Nm.
MTOW: Maximum Take-Off Weight

FIGURE 3: AIRCRAFT GENERAL - FAMILY RANGE

AIRCRAFT GENERAL (continued) Operational Empty Weight (OEW)
MAXIMUM WEIGHTS AND OPERATING LIMITS Sum of manufacturer's empty weight and operator's items weight.
Payload (P/L)
The following picture shows maximum weights and operating limits for the
Single Aisle family aircraft. Sum of passengers, cargo and baggage.
Weight Definitions Actual Zero Fuel Weight (AZFW)
The weight terms used throughout this manual are given below together with Sum of operational empty weight and payload. The AZFW must never
their respective definitions. exceed the maximum design zero fuel weight (MZFW).
Manufacturer's Empty Weight (MEW) Operational Take-Off Weight (OTOW)
The weight of structure, power plant, systems, furnishings and other items of Maximum weight permitted at brake release for a given flight operation. This
equipment that are an integral part of a particular aircraft configuration, is a function of airport and operational restrictions. The OTOW must never
including the fluids contained in closed systems. The weights of all operator's exceed the maximum design take-off weight (MTOW).
items are excluded.
Operational Landing Weight (OLW)
Operator's Items
Maximum weight permitted at touchdown for a given flight operation. This is a
These items include the following: function of airport and operational restrictions. The OLW must never exceed
- Unusable fuel the maximum design landing weight (MLW).
- Oil for engines, IDG and APU
- Water for galleys and toilets Maximum Payload
- Chemical fluid for toilets
- Aircraft documents and tool kits The difference between the maximum design zero fuel weight (MZFW) and
- Passenger seats and passenger life jackets operational empty weight (OEW).
- Tables and baby bassinets
- Galley structure and fixed equipment Maximum Useful Load
- Catering
- Pallets and baggage containers The difference between the maximum design take-off weight (MTOW) and
- Emergency equipment including: operational empty weight (OEW). Useful load is the sum of payload and
Evacuation aids, portable 02 bottles and boxes, extinguishers, usable fuel.
megaphones, flash lights, axes, first aid kits, emergency radio beacons,
asbestos gloves and smoke goggles, demonstration kits, life jackets for crew Maximum Design Taxi Weight (MTW)
and children.
- Crew and their baggage The maximum weight for ground maneuver (including the weight of run-up
and taxi fuel).
ENGINE MAXIMUM WEIGHTS (kg) OPERATING LIMITS

MODEL Max Take-Off Max Landing Max Zero Match Max Maximum
MANUFACTURER TYPE Weight Weight Fuel Weight Operating Operating
(MTOW) (MLW) (MZFW) Speed (MMO) Speed (VMO)
CFMI CFM56-5-B
FROM 59000 FROM 56000 FROM 53000
A318-100
TO 68000 TO 575000 TO 54500
PW PW 6122
CFM 56-5A
CFMI
CFM 56-B FROM 64000 FROM 61000 FROM 57000
A319-100 IAE V2522 TO 75500 TO 62500 TO 58500
IAE IAE V2524
IAE V2527
A320-100 CFMI CFM56-5A 68000 63000 59000

CFM 56-5A 0 82 350 kt
CFMI
CFM 56-5B FROM 73500 FROM 64500 FROM 61000
A320-200
IAE V2527 TO 77000 TO 66000 TO 62500
IAE
IAE V2500
CFMI CFM56-5B
FROM 83000 FROM 73500 FROM 69500
A321-100
TO 85000 TO 75000 TO 71000
IAE IAE V2530
---®—u—“
CFMI CFM56-5B
FROM 89000 FROM 75500 FROM 71500
A321-200 TO 93000 TO 77800 TO 73800
IAE V2533
IAE
IAE V2530
FIGURE 4: AIRCRAFT GENERAL - MAXIMUM WEIGHT AND OPERATING LIMITS

Maximum Design Take-Off Weight (MTOW)
The maximum weight at the start of take-off run.
Maximum Design Landing Weight (MLW)
The maximum weight at which the aircraft may land.
Maximum Design Zero Fuel Weight (MZFW)
The total maximum of operational empty weight (OEW) and payload. It

is also the maximum operational weight without usable fuel.
Minimum Weight
The minimum weight at which the aircraft may be operated.

ENGINE MAXIMUM WEIGHTS (kg) OPERATING LIMITS

MODEL Max Take-Off Max Landing Max Zero Match Max Maximum
MANUFACTURER TYPE Weight Weight Fuel Weight Operating Operating
(MTOW) (MLW) (MZFW) Speed (MMO) Speed (VMO)
CFMI CFM56-5-B
FROM 59000 FROM 56000 FROM 53000
A318-100
TO 68000 TO 575000 TO 54500
PW PW 6122
CFM 56-5A
CFMI
CFM 56-B FROM 64000 FROM 61000 FROM 57000
A319-100 IAE V2522 TO 75500 TO 62500 TO 58500
IAE IAE V2524
IAE V2527
A320-100 CFMI CFM56-5A 68000 63000 59000

CFM 56-5A 0.82 350 kt
CFMI
CFM 56-5B FROM 73500 FROM 64500 FROM 61000
A320-200
IAE V2527 TO 77000 TO 66000 TO 62500
IAE
IAE V2500
CFMI CFM56-5B
FROM 83000 FROM 73500 FROM 69500
A321-100
TO 85000 TO 75000 TO 71000
IAE IAE V2530
CFMI CFM56-5B
FROM 89000 FROM 75500 FROM 71500
A321-200 TO 93000 TO 77800 TO 73800
IAE V2533
IAE
IAE V2530
FIGURE 5: AIRCRAFT GENERAL - MAXIMUM WEIGHT AND OPERATING LIMITS

j.TTr* · .... --
A318 A319 A320 A321

Aircraft Dimensions SI GB SI GB SI T 5 --------------- SI GB
Overall Length 31,44m 103ft 2in 33,84m 111ft Oin 37,57m 123ft 3in 44,51m 146ft Oin
Fuselage Diameter 3,96m 13ft 3,96m 13ft 3,96m 13ft 3,96m 13ft
Height 12,56m 41ft 2in 11,76m 38ft 7in 11,76m 38ft 7in 11,76m 38ft 7in
Wing Span (geometric) 34,09m 111ft 10in 34,09m 111ft 10in 34,09m 111ft 10in 34,09m 111ft 10in
Wing Area (reference) 122,6m2 1,320ft2 122,6m2 1'320ft2 122,6m2 1’320ft2 122,6m2 r320ft2
Sweep (25% chord) 25 degrees 25 degrees 25 degrees 25 degrees
Design Weights § fif| | s
Max. Ramp Weight 59,4T 1311b X 1000 64,4T 142,01b X 1000 73,9T 162,91b X 1000 83,4T 183,91b X 1000
Max. Take-off Weight 59T 130,11b X 1000 64,0T 141,11b X 1000 73,5T 162,01b X 1000 83,0T 183,01b X 1000
Max. Landing Weight 56T 123,51b X 1000 61,0T 134,51b X 1000 64,5T 142,21b X 1000 73,5T 162,01b X 1000
Max. Zero fuel Weight 53T 116,81b X 1000 57,0T 125,71b X 1000 61.0T 134,51b X 1000 69,5T 153,21b X 1000
Max. Fuel Capacity 23'860 Litres 6’300 USg 23’860 Litres 6'300 USg 23'860 Litres 6’300 USg 23700 Litres 6'260 USg
Typical Operating 38,3T 84,4lb X 1000 40,1T 88,4lbX 1000 41.0T 90,4lbX 1000 47,7/49,2T 105,6/108,4lbX
Weight Empty 1000
Typical Volumetric 11,4T 25,2 X 1000 12.9T 28,4lbX 1000 16.3T 35,9lb X 1000 21,0/20,4T 46,0/45,0lb X
Payload 1000
Basic Operating Data m am m
Powerplants CFM56-5B / CFΜ56-5A4/-5A5 CFM565A1/-5A3
PW6000A CFM56-5B5/-5B6 CFM56-5B4 CFM56-5B1/-5B2
V2522-A5 V2525-A1A/2527-A1 V2530-A5
Thrust Range 98-107kN 22Ό00- 98-120kN 22Ό00- 98-120kN 22Ό00- 30000-
24’000lb 270001b 27’000lb 33'000lb
Typical Seating (two 1·7 124 150 185
class)
FIGURE 6: Data, Dimensions and Weights of the A320 Family

A318 A319 A320 A321

Typical Seating (one 117 134 164 199
class)
Cockpit Crew 2/4 2/4/(5) 2141( 5 ) 2/5/(6)
Range (max. pax) 2780km 1’500nm 3'360km 1'800nm 4’900km 2'650nm 4'350km 2'300nm
Max. Operating Mach 0,82M 0.82M 0,82M 0,82M
Nr (Mmo)
Average Cruise Speed
at 30-35Ό00 ft 750-850km/h 750-850km/h 750-850km/h 750-850km/h
Max. Cruise Speed 850km/h 850km/h 850km/h 850km/h
Operational Area short range short range short range short range
FIGURE 7:Data, Dimensions and Weights of the A320 Family

FUSELAGE DATUM LINES
Coordinate System
For measurements and location of components within the fuselage of the

A 320 Family a metrical coordination system is in use. It exists of three datum
lines:
"X" means length distances from " X 0 " also called .STA "0 ".It
defines fore and aft distances from any point (STA) to STA " 0 ".
STA 0 is 2540 mm before the Radom.
"Y" means lateral distances from any point to aircraft center line.
" Y 0 " is a vertical plane over the center line
" + Y " is a plane left hand from " Y 0 " in flight direction
" - Y " is a plane right hand from " Y 0 " in flight direction
"Z" means a horizontal distance from any point to the aircraft center
line
" Z 0 " is a horizontal plane over the center line
" + Z " is a plane above the center line
" - Z " is a plane below the center line

SECTION
A -A
Coordinate - Origin
CM C9
* * *
FIGURE 8: Coordinate System

ZONING
Major Zones
The aircraft is divided into zones as follows:
the major zones

the major sub zones
the unit zones
Eight major zones are identified by the hundreds as follows:
100 Lower half of the fuselage to aft pressure bulkhead

200 Upper half of the fuselage to aft pressure bulkhead
300 Stabilizers
400 Nacelles
500 Left hand Wing
600 Right hand Wing
700 Landing gear
800 Doors
FIGURE 9: Zoning


Major Sub - Zones Numbering takes places within the major zone from:
The major sub zones of the fuselage and the vertical stabilizer are identified - front to rear and
through tenth digit of the three digit zone number. - from inboard to outboard, e. g. 210, 220 etc.
STA8077/FR20 S TA18101/FR 41- STA32571/FR88

STA7087/FR18 STA17534/FR40- STA31577/FR88
STA8311/FR13 STA17265/FR39- STA30429/FR84
STA6213 STA1B888/FR38-
ST A8052/FR 12 S TA B I4I -STA21381/FR47
STA8433/FR21 830
840 820 820 STA40113/FR87
820
STA2540
Q IC ". - u
L_ HO I
STA3S00/FR1
120
— STA33855/FR70
STA31013/FR8S
740 BTA28382/FR82
STA9768/FR24A- STA15900/FR36 STA2829e/FR60
STA11633/FR28- — STA1B387/FR3S STA27782/FRS9
STA12700/FR30- S TA 28182/FR H
S 7A 13073- ST A24S82/F R53
STA13233/FR31- -STA20828/FR48
FIGURE 10: Major Sub

610
410 470 610
620
620
640
640
440 460
FIGURE 11: Major Sub-Zones - Wing and Nacelle

Unit Zones
Defines a certain position within that sub zone. They are identified through
single digit Numbering, counting from 0 to 9. Numbering within a major sub
zone are as follow:
from front to rear

from inboard to outboard
uneven numbers (e. g. 131, 211, etc.) identifies the left hand side of
the center line
even numbers (e. g. 142, 162, 264, etc.) identifies the right hand side
of the center line
For Example: 162

1 - major zone 100 = identifies the range below center line
6 - major sub zone 160 = identifies the bulk cargo compartment
2 - unit zone 162 = identifies the forward, right hand part of the center line of
the bulk cargo compartment.
Note: Wings, Stabilizers and Engine Nacelles have similar major-, sub major-
and unit zones. The cabin passenger / crew doors, cargo compartment and
main landing gear doors are only identified by the zone number, since each
^of these doors is a zone in itself. J

322 323 324
325
32Θ
317
124
FIGURE 12: A321 Unit Zones - Fuselage and Vertical Stabilizer

<L-----
671 672 681
671 672 681
534
634
FIGURE 13:Unit Zones - Wing and Horizontal Stabilizer


CFM 56 fAE V 2500

m m
m 475
411 410 m
<71
*i1
*45 4tt 441

W 4fi2
FIGURE 15: Engines Major-, Major Sub-and Unit-Zones

A 319
FIGURE 16: A 319 Door Zone Numbers

A 320
831 833 834
LEFT HAND SIDE
811 812

A 321

Stations (STA)
This section gives the Stations and their related frames or ribs.
The stations (STA) are shown in millimeters, measured from station " 0 ",
which is 2540 mm before the RADOM. The station designation system is
used to identify reference planes and points along those planes, providing a
means of identifying the location of structure, center of gravity, and the
distribution of weight. A station corresponds to a cross section (plane) for a
given assembly group, as Fuselage, engine nacelle, wing vertical and
horizontal stabilizer. The sum of all stations gives a station diagram. Each
station is a measured distance in millimeters, measured from a station point"
0 ". For the Fuselage it is measured over the X - datum line, beginning 2540
millimeters in front of the RADOM. In addition the stations are supplemented
by frame (FR) figures, e. g. STA 9500 / FR 24.
Frames (FR) & Stringers
Frames been counted from the front bulk head to the aft within the fuselage.
The distance between the frames are generally 530 millimeters. In ranges of
height loads the distances is about 230 millimeters. Depending on the frames
the fuselage of A 320 has seven sections.
Section Designation Frames INFO: Stations

11/12 Nose Fuselage 0-24 and frames for
13/14 Forward Fuselage 24-35 A 319 / A321
15 Center Fuselage 35-47 see AMM.
16/17 Aft Fuselage 47-65 Stringer
18 Aft Fuselage 64-70 Arrangement
19 Forward Tailcone 70-77
19.1 Aft Tailcone 77-87
FIGURE 19: Stations

Additional Frames
FIGURE 20: Fuselage Stations

FIGURE 21: Wing Rib Stations


Section Numbers
The fuselage is divided into various sections for manufacturing reasons. Fuselage 10 thru 19.1 (shown)
Each major part of the aircraft, corresponding to the production sharing Wing 20
receives a section number. Vertical Stabilizer 30
Horizontal Stabilizer 35
Engine 40
Landing Gear 50
Belly Fairing 60

Structural Zoning and Breakdown of the A318
The major A318 reference axes are the same as the current aircraft of the The A318 is 6.11 m shorter than the A320. It has 11.5 frames less than the
A320 family. The station (STA) number is the distance in centimeters of the A320. Therefore the A318 fuselage station numbers have changed from the
crosssection from a reference point. The reference (X=0) for all structural FR27.
measurements in the X-axis is located 2.54 m (100 in) forward of the aircraft.
A320
STA350 STA1537 STA3043 STA3655
FR1 FR35 FR64 FR77
A318
STA350 STA1110 STA1897 STA2753 STA3399
FR1 FR27/28 FR47 FR70 FR87
STA 950 STA 1298 STA.2431 STA 3042

FR 24 Ff*35 FR 64 FF.77
0 ^Ζ~ ρ Γ ο ooooc 00 oo o|o|oooooo ooooo00000 ]/ ^ -J

--------
X
—j __
254
FIGURE 25: Structural Breakdown and Zoning

Vertical Stabilizer
Compared with the current aircraft of the A320 family, the A318 vertical There is a new spar and a new Carbon Fiber Reinforced Plastic (CFRP)
stabilizer fin tip is longer by 750 mm. The new developed tip is completely adaptor box, between the fin base and the fin tip. The metallic rudder tip is
made of Glass Fiber Reinforced Plastic (GFRP). There is an additional fin longer by 100 mm in vertical direction. The rudder trailing edge is increased
leading edge panel. in width by 50 mm.
A320 A318
STA597/RIB12N
STA561/RIB11
FIGURE 26: Vertical Stabilizer Structure A318

THIS PAGE IS INTEN TIO N ALLY LEFT BLANK

ACCESS
Access Panels and Doors
All access panels and doors are provided with an identification system. In case all letters of the alphabet have been used, panels are identified as
The identification code exist of three figure to identify the zone and two letters follows.
to clarify the position. - the letter "A" is still the identification letter
- location letters than are
- The first or identification letter identifies the door (panel) in a logical
sequence, i. e. U Top (upper surface)
- from the inside to the outside, or D Bottom (lower surface)
- from the forward to aft. P Left
S Right
The first identification letter is an "A" for each zone. G Floor Panel
X Sidewall panel
- The second or location letter, gives the location of the door (panel) on the Y Ceiling Panel
aircraft if necessary.
T Top (upper surface) Note: The letters I and O are not used. The cabin passenger / crew doors,
B Bottom (lower surface) cargo compartment and main landing gear doors are only identified by the
L Left zone number, since each of these doors is a zone in itself. Doors along the
R Right aircraft center line have the left side zone number. For more rules see AMM
Z Internal J)6 - 40 - 00____________________________________________________ >
F Floor Panel
W Sidewall panel EXAMPLE of the identification of an access door 121AL and 191AT:
C Ceiling Panel
No. of panel 121AL
EXAMPLE : 2 1 A L Zone Suffix Fuselage Position
121 AL Forward Fuselage, first panel in
Zone 120 Bottom (or LH Side (1 ))
191 AT Belly Fairing first panel in Zone 190 at
MAJOR ZONE 100 --------- — 1 Top
MAJOR SUB ZONE 120 -----------
UNIT ZONE 121 -----------------------
ALPHABETIC DOOR SEQUENCE
LOCATION ( l e f t ) -----------------------

Gear
FR8 FH9
tIOAL
FIGURE 27: Access Left Side RADOME, Avionic Compartments, Nose Landing gear

AIRCRAFT GENERAL (continued)
THE CABIN
Cabin seat layout shown in the graphic is the Airbus recommended seat
quantity and pitch based on the design of the airframe. Normally the Airline,
based on needs, modifies these layouts.
The cabin has a maximum of:

> 129 seats for the A318,
> 220 seats for the A321

A321
16 FIRST CLASS + 169 ECONOMY = 185 SEATS SEAT PITCHES: FIRST 0.91 m (36 in)
ECONOMY 0.81/0.79 m (32/31 in)
A320
i i m u m m m m n n
12 FIRST CLASS + 138 ECONOM Y = 150 SEATS SEAT PITCHES: FIRST 0.91 m (36 in)
________________ ECONOMY 0.81 m (32 in)
ECONOMY 0.81 m (32 in)
i m i m s i i u r n
__________ ECONOM Y 0.81m (32 in)
FIGURE 28: AIRCRAFT GENERAL - THE CABIN

COCKPIT PRESENTATION
The cockpit has adjustable seats for two crew members, a third occupant seat
and, depending on the configuration a folding seat for a fourth occupant.
Various furnishings and equipment are installed in the cockpit for the comfort,
convenience and safety of the occupants.

FIGURE 29: COCKPIT PRESENTATION

COCKPIT PRESENTATION (continued)
OVERHEAD PANEL
The controls of most aircraft systems are located on the overhead panel.
The overhead panel is divided into two main sections:
> a FWD section including the system panels,
> an AFT section including mainly the circuit breaker panel.

-ott-
G fiG a c > G 6 r» > M
4 4 4 4 f\9 '»# * 4 · /» 4 · Φ 4
■"^τΑηβι iahrl^H τ r
» i > 4 % 4 4 4 » 4 4 1 '*
9--‘^mit· j , iLTJ7‘V5T $0·' & ϊ£ * Y

H E 4 4 4 4 (5 4 © · 4. 4 4 4 4 #
t j Is
4 '* ',, '* 4 4 '* 4
κι i | i <β
I . X . I . . A i .? . T i ’^ . ' . T - . f f ^ ^ ·
A* 4 r· » "«» 4 4 4
FIGURE 30: COCKPIT PRESENTATION - OVERHEAD PANEL

GLARESHIELD
The Flight Control Unit (FCU) includes the EFIS controls, and is used for
control and monitoring of the Auto Flight System (AFS). It is located on the
glareshield.
The "Master Warning" and the "Master Caution" lights are also located on the
glareshield.

FIGURE 31: COCKPIT PRESENTATION - GLARESHIELD

MAIN INSTRUMENT PANEL (ENHANCED)
The enhanced single aisle aircraft main instrument panel instrumentation has
been updated. Liquid Crystal Displays (LCDs) replace the existing CRTs. A
single integrated electronic indicator, the Integrated Standby Instrument
System (ISIS) replaces the standby instrumentation: Standby horizon,
Airspeed indicator and Altimeter.

FIGURE 32: COCKPIT PRESENTATION - MAIN INSTRUMENT PANEL (ENHANCED)

CENTER PEDESTAL
The center pedestal ergonomic design of the SA family aircraft gives the flight
crew efficient access to multiple system controls without compromising
safety.
The panels are:

> Switching panel
> ECAM control panel (ECP)
> Multipurpose Control Display Units (MCDU)
> Radio Management Panels (RMPs)
> Audio Control Panels (ACPs)
> Thrust levers and thrust reverser levers
> Pitch trim wheel
> Engine start panel
> Air Traffic Control / Traffic Collision Avoidance System panel
(ATC/TCAS)
> Flap/slat control handle
> Speed brake control panel
> Parking brake control panel
> Cockpit door lock panel
> Landing gear gravity extension handle
> Printer
> Multifunction disk drive unit
> Pa handset at the rear of the pedestal

FIGURE 33: COCKPIT PRESENTATION - CENTER PEDESTAL

SIDE CONSOLES
The Conventional Aircraft control yoke is noticeably missing in the Airbus

Single Aisle aircraft. The Side Stick Controller (SSC) replaces the
Conventional Aircraft yoke. There is one SSC for each pilot mounted in the
side consoles.
The Aircraft nose wheel is steerable. The flight crew operates the Nose
Wheel Steering (NWS) by using the NWS tillers mounted outboard of the
SSC on the same side console.
Behind the most forward side console are installed several other
compartments along the outboard sides of the cockpit. These side consoles
are used as stowage space for documents, oxygen masks, fire extinguisher
and microphone and headset connections

FIGURE 34: COCKPIT PRESENTATION - SIDE CONSOLES

COCKPIT PHILOSOPHY
Prior to the design of the A320 family aircraft, the designers examined
previous generation aircraft cockpit system indications. A decision was
made on the system indicator lights on the overhead panel that indicator
lights do not come on when systems are in normal operation and there are
no failures.
This ergonomic design enabled the pilots to immediately see when a

system is faulty or has been manually shut off.
Most of the pushbuttons with light have two stable positions: pressed in
and released out, each position is related to a control signal sent to a
system.
Pressed in (recessed):
> normally used system activation (AUTO or ON),
> temporarily used system activation (ON),
> system activated for maintenance operation (ON) or override
(OVRD).
Released out (flush with the panel):

> deactivation system (OFF),
> manual activation of a system (ON),
> activation of an alternate system (ALTN).
Some pushbuttons have only one stable position:

> released out.
When pushed, they send a control signal to the system.

PR ESSED IN
FAULT LIG H T ON
S Y S TE M A CTIVATED
FAULTY C O N D ITIO N
R ELEA SED O U T
O FF LIG H T ON
SYSTE M DEACTIVATED
FIGURE 35: COPY PHILOSOPHY

COCKPIT PHILOSOPHY (continued)
PUSHBUTTON COLOR PHILOSOPHY
The pushbuttons light and annunciator lights are in different colors according
to their function.
In normal operation, only green lights and, sometimes, blue lights come on.

(20VU)
ΑΟΕΚΤ 3
I SQUIBII
RED IS USED FOR A FAILURE

NEEDING IMMEDIATE ACTION
■
FAULT
AMBER IS USED FOR A FAILURE
NEEDING AWARENESS BUT
OFF
NO IMMEDIATE ACTION
WHITE IS USED TO INDICATE A

FAULT PUSHBUTTON IN AN ABNORMAL
OFF POSITION OR MAINTENANCE
OPERATION
GREEN IS USED TO INDICATE

NORMAL OPERATION OF A
BACK UP SYSTEM
BLUE IS USED TO INDICATE

NORMAL OPERATION OF A
TEMPORARY USED SYSTEM
LIGHT TEST CONFIGURATION
FIGURE 36: COCKPIT PHILOSOPHY - PUSHBUTTON COLOR PHILOSOPHY

TIME LIMITS AND MAINTENANCE CHECKS
SCHEDULED MAINTENANCE TASKS & CHECKS in MPD
This Chapter 05-20-00 "Life Limits and Maintenance Checks" is now

covered in the Maintenance Planning Document (MPD).
The MPD is the repository document for all repetitive scheduled

maintenance tasks declared by Airworthiness Directives (AD/CN), All
Operator Telex (AOT), Inspection Service Bulletins (ISB), Service
Information Letters (SIL), and Modifications (MOD/SB) and analyzed under
the Maintenance Review Board (MRB).
UN-SCHEDULED MAINTENANCE in AMM Section 05-50-00
This Chapter 05-50-00 includes the maintenance checks that you must do
when a flight crew report shows abnormal flight conditions.
Such maintenance actions are divided into two categories of information:
> inspections,
> checks.

A i r N @ v\
SPECIAL OR ABNORMAL TIME LIMITS/ΜΛΙΝΤΕNANCE CHECKS
FLIGHT CONDITIONS: RMetencad Sheds
t* ONACALL
05 - TIME LIMITS/MAINTENANCE CHECKS
1. GENERAL.
THIS CHAPTER INCLUDES THE FOLLOWING SECTIONS
05-20-00: SCHEDULED MAINTENANCE CHECKS
• 05-50-65? UNSCHEbULED MAINTENANCE CHECKS'Λ
Ummmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmmm
MPD
ENGINE BIRD STRIKE / SLUSH IN G E S T IO N ^

i HARD I OVERWEIGHT LANDING
iL/G DOWN LIMIT SPEED EXCEEDED
i FLAP / SLAT LIMIT SPEED EXCEEDED
>BIRD OR HAIL STRIKE
ITIRE BURST / TREAD THROW
' BRAKE EMERG. APPLIED / OHVT
i FLT IN EXCESSIVE TURBULENCE
i FLT WITH VMO EXCEEDED
i LIGHTNING STRIKE / STATIC DISCHARGE
(TAIL RUNWAY IMPACT
i FLT THROUGH DUST STORM / DUST CONTAMINATION ON GROUND INSPECTIONS
i FLT THROUGH VOLCANO ASH / ASH CONTAMINATION ON GROUND OR CHECKS
i MERCURY SPILLAGE
ON THE AIR CR A FT
I ABNORMAL PAX / CREW DOOR MOVEMENT
i NOSE UG STEERING ANGLE EXCEEDED
FIGURE 37: SCHEDULED MAINTENANCE TASKS&CHECKS IN MPD & UN-SCHEDULED MAINTENANCE IN AMM SECTION 05-50-00

SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD
The main objective of the MPD document is to provide maintenance planning

information necessary for each operator to develop a customized maintenance
program.
MPD reflects all repetitive scheduled maintenance tasks declared by AD/CN,

AOT, ISB, SIL, and MOD/SB and analyzed under the MRB. A typical
scheduled repetitive task (Integrated Drive Generator (IDG) scavenge filter) is
listed with the following data:
> the threshold interval, source document, cross-references to other
manuals or documents (Aircraft Maintenance Manual (AMM) and SIL),
> Man Hours required to accomplish the work,
> the applicability in this Envelope document.
Note the Zonal inspection, requested by C CHECK interval, on the tension of

the fan cowl latches, the AOT, AMM and SIL cross-referenced.
Some maintenance tasks have a higher ranking of requirement, when the

maintenance requirement is identified as:
> "Airworthiness Limitations Item" (ALI) or "Life limit parts",
> "Certification Maintenance Requirements" (CMR).
The approved document MRB REPORT Appendix 1 lists all these

airworthiness approved issues, theALIs and CMRs.
The MPD details these airworthiness related items in the "Time controlled
Items" and "Life Limits" sections.
It is the responsibility of each operator to adjust his own maintenance

program in accordance with his National Authority.

S A 3 18IA319/A320/A321 MAINTENANCE PLANNING DOCUMENT

TASK NUMBER ZONE DESCRIPTION
THRESHOLD SOURCE REFERENCE MEN ΜΉ A PPU CA filU TY
INTERVAL
242100-03-1 438 INTEGRATED DRIVE GENERATOR MRB 6 0.40 CFH

448 242100/3Λ 0.40
REHOVE AND DISCARD SCAVENGE FILTER ELEMENT
■DRAIN AND REPLENISH OIL STSTEN
NOTE : A320
REPLACE FILTER ELEMENT, DRAIN IDG OIL
I AND REPLENISH AT 150FH AFTER AIRCRAFT MRB Report REFERENCE
I DELIVERY. THEREAFTER REFER TO INTERVAL. .00/06
I INTERVAL MAY BE ADJUSTED IN ACCORDANCE
VWITH SIL SUN 236. ______________ Appendix
SYSTEM S
POW ER STRUCTURE
AMM
PLANT
PROGRAM PROGRAM
PROGRAM SIL
MPD ALI (Airworthiness Limitation Items)

CMR (Certification Maint. Requirements)
ZO N A L TIME LIFE
VISUAL C O N TR O LLE D
ITEMS LIMITS
INSPECTIO NS
OPERATOR MUST A D JU ST ITS OW N M A IN TEN AN C E PROGRAM
__________________________ - O
MOST APPROPRIATE USAGE PARAMETER
FLIGHT HOURS, CALENDAR TIME, CYCLES ON THE A IR C R A FT
AS DEFINED PER LATEST MPD REVISION
LATCH BATTERY EXTING U.

AMH 711300/5 RESTOR. BOTTLE
SIL 71-033 PRESS GEARS
AOT 71-A1024 SW ITCH
FIGURE 38: SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD

LIFTING AND SHORING
Jacking
You must lift the aircraft at three points on the structure with three hydraulic Note:
jacks. One point is under the forward fuselage at FR9. The two other points You must not use the safety stay to lift the aircraft.
are under the wings at the Ribs 9. When the aircraft is on the jacks, put a You can lift the aircraft at the forward jacking point when the tires and
safety stay between FR73 and 74. This prevents any accidental movement of shock absorbers deflated.
the aircraft. You must not use the safety stay to lift the aircraft. You can lift You can lift the aircraft at the forward jacking point only, with the
the aircraft with jacks when the tires and the shock absorbers are deflated. wheels of the main landing gear on ground.
You can lift the aircraft at the forward jacking point only, with the wheels of
the main landing gear on the ground.
Before you lift the aircraft with jacks make sure that the weight of fuel is
applied equally on the two sides of the aircraft centerline. Make sure that the
aircraft is stable before you lift it with jacks. You must not lift the aircraft with
the safety stay. Before you lift or you lower the aircraft make sure that there
is no equipment adjacent to it (that can cause damage). Make sure that no
other work is being done.
During jacking the maximum load at each hydraulic jack must be observed and
not exceeded.
Further more the aircraft has to be leveled to zero when starting to jack. That
zero level must be checked and observed during lifting on a trim indicator at
the fueling station
gaming: that the aircraft is stable before you lift it with jacks. |
\Varning: not to lift the aircraft with the SAFETY STAY ( jack at the aft
1jselage position)
■-
r λ
1Varning: the SAFETY STAY is removed before you do landing gear
<ixtension and retraction tests. Damage to the fuselage occurs if the aircraft
i noves during the tests.
FIGURE 39: Lifting And Shoring

A 319 A 320 A 321
M AX. PE R M IT TE D
A IR C R A F T W E IG H T 57.000 kg 59.000 kg 69 .000 kg
FO R JA C K IN G
FIGURE 40: Jacking Points

FIGURE 41: Jacking Pads

FIGURE 42: Trim Indicator



Jacking for Wheel Change :
- Make shure that the ground safety locks are installed on the landing
gears.
- The hydraulic jacks have to be positioned from behind to prevent
damage to the sensors of the weight and balance system.
- The aircraft can be lifted at the landing gears up to its max. weight to
change wheels.
- Make sure that the parking brake is released.
- use the right nose landing gear jack adapter and install that tool
correct.
Never lift the landing gear outside of the ball pad, severe damage to the
landing gear makes gear change madatory.

JACKING POINT Nose Landing Gear

Main Landing Gear ( Typical )

LEVELING AND WEIGHTING WEIGHING AND BALANCING
Weighing of Aircraft Inspection / Check
Aircraft operated under part 125 are required to be weighed at least once This procedure gives data to find the operating empty weight of the aircraft
every 36-calendar months. Both the operator/applicant's OpSpecs and and to calculate the center of gravity.
manual must reflect this requirement.
Note: You can do this operation with the shock absorbers and the tires
Use of Fleet Weights deflated. To get accurate results, we recommend to weigh the aircraft on a
level area in a hangar with:
A fleet generally is considered to be three or more aircraft of the same model - the hangar doors and windows closed.
and configuration. This allows realistic averages to be determined. Aircraft - the hangar heating, air conditioning and ventilation systems stopped. Wind
operating under fleet weights must be weighed in accordance with the ^and air flows prevent accurate results.
operator/applicant's instructions. The operating weights and center of gravity
position must be within established limits. The use of fleet weights is Check of the Fluid Levels
authorized by OpSpecs. An operator's empty fleet weight is determined by
averaging aircraft weights as follows: Do a check of the engine oil level and refill if necessary 12-13-79-610-001.
Do a check of the APU oil level and refill if necessary 49-90-00-600-004. Do
Fleet size weighing policy: a check of the hydraulic fluid level in the systems 29-30-00-200-002 and refill
- 3 aircraft: Weigh all aircraft. if necessary 12-12-29-611-001 or 12-12-29-611-002. Do a check of the IDG
- 4 to 9 aircraft: Weigh 3 aircraft plus at least 50 percent of the number over oil level and refill if necessary 24-21-00-210-046. Make sure that all the fire
3. extinguishers, oxygen masks and safety belts are in position. Check of the
- Over 9 aircraft: Weigh 6 aircraft plus at least 10 percent of the number over Pressure of the MLG and NLG Shock Absorbers and Check of the Tire
9. Pressure.
Scales used to weigh passengers, aircraft, cargo, and baggage must be Removal of Components
calibrated and traceable to a national standard. Calibration must be
performed in accordance with the civil authority for weights and measures Remove all tools and protection devices from the aircraft.
having jurisdiction over the area in which the scales are used. The frequency
of testing depends on use and handling. An operator/applicant may use a Aircraft Maintenance Configuration
contractor to weigh items required to be weighed. However, the
operator/applicant is responsible for ensuring the contractor complies with Retract the spoilers 27-60-00-866-002. Retract the flaps 27-50-00-866-009.
the operator/applicant's approved weight and balance control program. This Retract the slats 27-80-00-866-005 or 27-80-00-866-008.
includes ensuring scales are calibrated and tested in accordance with the
Make sure that all flight control surfaces are in the neutral position.
operator/applicant's policies and procedures manual.
Externally and internally examine the aircraft to make sure that all the
weighing conditions are correct (galley equipment, ground power units
connected, etc.).

Defueling the Aircraft
Defuel the aircraft for the weight and balance procedure. Close Access
Close the NLG doors if opened 32-22-0010-001. Close the MLG doors if
opened 32-12-00-410-001. Close the doors of aft and forward cargo
compartments if opened 52-30-00-860-002. Close all the access
doors/panels if opened. Close the passenger/crew doors 52-10-0010-001.
Weigh the Aircraft and Calculate the Position of the Center of Gravity
You can weigh the aircraft with:

- the aircraft on jacks
- the aircraft on its wheels
- the aircraft on landing gear jacks
In the following, we only discuss the weighing procedure with the aircraft on
till its wheels. Refer to the Weight and Balance Manual to weigh the aircraft
and calculate the position of the center of gravity WBM 1-80-05. See "Extract
from Weight & Balance Manual" on page 3.
Weight the Aircraft on Wheels
Drain the remaining fuel. (Ref. TASK 28.25.00-650-003) Tow the aircraft on
the weighing platforms. Measure and record the attitude of pitch of aircraft to
fill in the weighing form report. Read the figures of weight from each platform
and fill in the weighing form report. Extract from Weight & Balance Manual.

QUICK LEVELING
Leveling Methods
There are different methods for leveling the aircraft when on jacks. These
192MB
are:
- Quick Leveling using the Attitude Monitor
- Quick Leveling with a Spirit Level in the FWD Cargo Compartment
- Quick Leveling with a Spirit Level in the Passenger Compartment
- Quick Leveling Procedure with the ADIRU
The different procedures are explained in the following section.
QUICK LEVELING USING THE ATTITUDE MONITOR Procedure
Aircraft Lifting
1. Lift the aircraft 07-11-00-581-001.
Aircraft Leveling
Operate the jacks of the aircraft to move the bubble to the D4 position.
Jote: The D4 position relates to a longitudinal angle of 0 and transverse

ingle of 0.
FIGURE 44: Attitude Indicator

QUICK LEVELING WITH A SPIRIT LEVEL IN THE PASSENGER
QUICK LEVELING WITH A SPIRIT LEVEL IN THE FWD CARGO COMPARTMENT
COMPARTMENT
Aircraft Lifting
Get Access
Lift the aircraft 07-11 -00-581 -001.
1. Put an access platform in position below the FWD cargo-compartment
door. Leveling of the Aircraft
2. Open the FWD cargo-compartment door 52-30-00-860-001.
3. Get a spirit level to do the leveling procedure. 1. Put the spirit level on a seat track, in the Y axis, and operate the
4. Go into the FWD cargo compartment. hydraulic jack below the wing to get the transverse alignment.
* > 2. Put the spirit level a on seat track, in the X axis, and operate the
ylote: To do this procedure two persons are necessary hydraulic jack below the fuselage to get the longitudinal alignment.
one in the cargo compartment to move the spirit level 3. When you have done the longitudinal alignment, do a check of the
kthe other near the aircraft to operate the jacks. transverse alignment.
Aircraft Lifting QUICK LEVELING PROCEDURE WITH THE ADIRU
Lift the aircraft 07-11-00-581-001. References
Jote: Do not put the safety stay in position before you make the aircraft Reference Designation
3vel. 07-11-00-581-001 Lifting for Aircraft MaintenanceOperations
07-11 -00-586-002 Lowering of the Aircraft for Maintenance Operations
31 -36-00-740-008 Access to the Parameter Call-Up Menus
Leveling of the Aircraft
34-10-00-860-004 IR Alignment Procedure
34-10-00-860-005 ADIRS Stop Procedure
Put the spirit level on a track, in the Y axis, perpendicular to the tracks, and
operate the hydraulic jack below the wing to get the transverse alignment.
Aircraft Maintenance Configuration
Put the spirit level a track, in the X axis, and operate the hydraulic jack below
the fuselage to get the longitudinal alignment. When you have done the
1. Do an IR alignment procedure 34-10-00-860-004.
longitudinal alignment, do a check of the transverse alignment.
2. Get access to the parameter call-up menus 31-36-00-740-008. See
"Access to the Parameter Call-Up Menu" on page 3.
3. On the MCDU keypad enter the alpha call-up code into the scratchpad:
- PTCH for the pitch angle to do a check of the longitudinal alignment,
- ROLL for the roll angle to do a check of the transverse alignment.
Leveling of the Aircraft

Operate the jacks until the PTCH and ROLL values are 0.

TOWING AND TAXIING
General
Towing is an operation which consists In pushing or pulling an aircraft with a Warning: Make sure that when the aircraft moves with its own power Λ
tractor. The tractor is connected to the aircraft by a towbar attached to a nose on the ground
landing gear fitting. On soft or muddy ground, the towing may be carried out
using the main landing gear attachment points. The aircraft may be towed or no person go where the aircraft can cause them injury or can kill them
pushed: no objects stay where the engine can blow them away or can pull
- at maximum ramp weight ^them into the engine by suction. ^
- with engines shut down or running at idle.
During this operation, one person is required in the cockpit in order to Warning: Obey these safety precautions during towing, pushback or
operate the brakes if necessary. Two other people are required to monitor movement of the aircraft.
the wing tips to prevent collisions. Make sure that the path of the aircraft is clear.
Make sure that no persons sit or stand on the tow bar or use the tractor as a
Precautions ^transporter this is to prevent the risk of injury. j
Before starting the towing operations, several precautions must be taken: Warning: The person who operates the brakes from the cockpit during
- the engine cowls must be closed towing or taxiing must have his seat belt attached.
- the dimension H, representing the shock absorber travel, must be no more Jf not, there is a risk of injury if the aircraft stops suddenly.
than 11.8 in (300 mm) as not to damage the wheel centering cams used
during nose landing gear retraction.
Caution: Set and calibrate the towing and turn shear pins before you tow or
- the wheels must be in the aircraft centerline.
push back the aircraft.
This is to prevent high loads which can cause damage to the nose landing
The maximum authorized steering angle, on each side of the aircraft
jgear and / or the aircraft structure. ^
centerline, is limited to 95°. In the engine running configuration this angle is
only 40°, thus the tractor is kept out of the engine inlet suction areas. Now
that these precautions have been taken, we shall have a look at the actual Caution: Do not tow or move the aircraft on the ground if the engine cowls
towing operation. Make sure that the safety ground locks are installed on the are open.
main landing gear stays. Check that the nose landing gear downlock safety Movement of the aircraft with the engine cowls open can cause damage to
pin is installed on the nose landing gear. Check that the wheel chocks are in Lthe cowls and the nacelle structure. Λ
position.

FIGURE 45: Towing Fitting and Location

FIGURE 46: Towing

WfTH RUBBER
FIGURE 47: Towbar

Preparation Communications System
On the nose wheel steering deactivation box, set the ground towing control In order to communicate with the control tower during towing operations,
lever to the TOWING position. Lock the lever with a safety pin. In the cockpit: press In the "VHF" pushbutton and select the control tower frequency on the
Radio Management Panel. Then, press in the "VHF" pushbutton on the Audio
> On the ECAM, the 'NOSE WHEEL STEERING DISCONNECTED’ Control Panel and adjust the volume. In order to dialogue with the ground
message appears. mechanics set the interphone Radio switch on the Audio Control Panel to the
> On the central pedestal, set the Parking Brake control to OFF. On the Interphone position, and press in the Interphone reception pushbutton.
brake yellow pressure triple-indicator, the Indications drop to zero.
> On the other hand, on the same triple-indicator, make sure that the Operation
accumulator pressure is correct:
> the nominal pressure is 3000 PSI (206 bar) Having taken all these precautions, tow the aircraft slowly and smoothly. It is
> the minimum pressure is 1500 PSI (103 bar) recommended to stop the towing operation with the nose wheels in the
aircraft centerline. Disconnect the tow bar from the nose landing gear towing
This 3000 PSI pressure permits 7 actions on the brake system. On the attachment, then move the tractor away. On the nose wheel steering
ECAM, the PARKING BRAKE message disappears. On the nose wheel deactivation box, the towing control lever returns to its normal position when
steering deactivation box the orange Parking Brake light goes off. Having the safety pin is removed, Position the wheel chocks.
taken all these precautions, let's install the towbar.
Close Up
Towbar
In the cockpit, the "NOSE WHEEL STEERING DISCONNECTED message
The towbar comprises: disappears from the ECAM. Set the Parking Brake control to ON. The
"PARKING BRAKE message then appears on the ECAM. Check that the
> A damping system to protect the nose landing gear from sudden hydraulic brake circuit pressure is correct. Cut the cockpit/control tower VHF
movements. link by releasing out the VHF pushbutton on the Radio Management Panel.
> Calibrated towing shear pins to protect the landing gear from too high Reset the interphone Radio switch to the neutral position In order to isolate
longitudinal and lateral loads. Install the towbar on the nose landing the interphone system. Reset the various light control switches to OFF. Cut
gear towing attachment. Connect the towbar to the tractor. the aircraft electrical network supply from the electrical system control panel.
On ground, stop the ground power unit and disconnect the connector.
Lighting System
As the aircraft electrical network is supplied by a ground power unit, set the
Exterior/Light/Navigation and Logo switch to ON. If the towing is carried out
by night, set the Interior/Light/Dome switch to Bright, and if anti-collision
lighting is required by the local airport regulations or airline procedure set the
Exterior Light Beacon switch to ON.

FIGURE 48: Electrical Supply / N/W Steering Deactivation Electronic Box

M A IN U N O f A C A R ft tA C t LEG
FIGURE 49: Main Gear Towing (Front)

FIGURE 50: Main Gear Towing (Rear)

FIGURE 51: Towing Loads and Angles with Engines stopped

<L
IN L E T S U C TIO N
DANGER AR EA
G R O U N D ID LE
1.5 m/5 ft
FIGURE 52: Allowed Towing Angles with Engines running (Idle Power)

TAXIING AND ASSOCIATED PRECAUTIONS
Warning: MAKE SURE THAT WHEN THE AIRCRAFT MOVES WITH

ITS POWER ON THE GROUND
> NO PERSONS GO WHERE THE AIRCRAFT CAN CAUSE
THEM INJURY OR CAN KILL THEM
> NO OBJECTS STAY WHERE THE ENGINES CAN BLOW
THEM AWAY OR CAN PULL THEM INTO THE ENGINES BY
SUCTION.
2
>Warning: DURING TOWING/TAXIING OPERATIONS (LOW-SPEED
OPERATIONS INCLUDED),
EACH PERSON IN THE AIRCRAFT MUST BE IN A SEAT AND THE
SEAT BELT MUST BE FASTENED.
IF THE SEAT BELT IS NOT FASTENED, THERE IS A RISK OF INJURY
JF THE AIRCRAFT STOPS SUDDENLY. .
Note: For aircraft with cabin and/or cargo compartment(s) floor panels
removed, smooth and low-speed taxiing is recommended.
TURNING RADII
The movement of the aircraft with its power on the ground is called taxi of
the aircraft. During taxi of the aircraft, the minimum turning radii must be
respected.

AT 75° STEERING ANGLE:

f
A318 A319 A320 A321

EFFEC
CO
oo
o
TURN 73.20° 70.03°
Y 33.63 36.22 41.5 55.4

10.25 11.04 12.64 16.91
γ 10.1 13.2 15.1 16.6

3.1 4.01 4.6 5.1
A 61.2 67.7 75.1 90.5

18.7 20.64 22.9 27.6
R3 36.3 39.7 45.3 59.1

11.1 12.11 13.81 18
R4 67.6 70.8 72.2 74.3

20.6 21.58 21.99 22.7
R5 51.3 54.5 60 74
15.6 16.6 18.3 22.6
58.8 64.9 71.9 80.3
R6
V 17.9 19.77 21.91 24.5 J
FEETS
METERS
FIGURE 53: Taxiing and Associated Precautions - Turning Radii

DANGER AREAS Note that the entry corridor must be closed for wind directions greater than
90°. There is no safe access corridor when the engine is running above
Safety precautions must be taken to avoid danger from engine suction and minimum idle. Depending on the distance from the running engine and on
exhaust areas. Access to the engine is only allowed through the entry its power setting, it is necessary to wear ear protection and to respect the
corridor. maximum time exposure.
FIGURE 54: Taxiing and Associated Precautions - Danger Areas

(sub-) cat.B1.1/ B2 -/
V %--
AIRPLANE GENERAL AVIET TRAINING
TRAINING
PARKING AND MOORING
Parking
Parking in normal and abnormal weather conditions.
> Wheel chocks in front of and behind main and nose landing gearwheels.
> Parking brake "ON".
> Nose wheels should be in a straight line.
> Flaps, slats, spoilers, speed brakes and thrust reversers retracted.
> Stabilizer set to neutral.
> Cockpit windows closed.
> Doors closed.
Protection covers installed in bad weather conditions.
> Landing gear doors closed.

> Landing gear ground safety locks installed during maintenance
operations or long parking periods.
> Water system depressurized. This prevents too much water in the toilet
bowls since the water valves can leak when the water pressure decreases.
> Shock absorber rebound can cause some movement in the wind.
> Equipment should be removed from the aircraft to a position where it cannot
damage the aircraft.


FIGURE 56: Gear Safety Devices

STORAGE PROCEDURE
Cleaning of the Aircraft
Certain maintenance tasks must be performed to prepare the aircraft for
storage. During the storage period, periodic ground checks must be If necessary, clean the aircraft externally.
performed. If necessary, clean the aircraft internally.
Certain tasks must be performed to return the aircraft to operation after the
storage Safety Precautions
STORAGE PROCEDURE (STORAGE NOT MORE THAN 6 MONTHS) Park the aircraft on a flat surface. Make sure that the wheels of the nose
landing gear are on the aircraft axis and the aircraft points into the wind.
Install the safety devices on the landing gears .
CAUTION : MAKE SURE THAT YOU OBEY THE MAINTENANCE Put the wheel chocks in position:
PROGRAM FOR STORED/ PARKED For the NLG:
AIRCRAFT. DO NOT CHANGE OR STOP THE MAINTENANCE > in front of and behind the wheels.
PROGRAM WITHOUT APPROVAL FROM YOUR LOCAL AUTHORITIES. For the MLG:
> in front of and behind the wheels.
CAUTION : DURING THIS PROCEDURE:
- MAKE SURE THAT THE LANDING GEAR GROUND SAFETIES, * '
LOCKING DEVICES AND WHEEL CHOCKS ARE IN POSITION. Note: The wheel chocks on the nose landing gear and the parking brake
- KEEP THE ACCESS PLATFORM AT A SUFFICIENT DISTANCE FROM _______ give more safety in bad weather.____________________________
THE AIRCRAFT (IN WIND, SHOCK ABSORBER REBOUND CAN CAUSE
MOVEMENT OF THE AIRCRAFT). Make sure that the flaps, the slats, the spoilers and the thrust reversers are
retracted.
General Make sure that the THS is set to two degrees up.
Put a WARNING NOTICE in position to tell persons not to operate the
If aircraft storage is in high wind conditions: systems during the aircraft storage procedure.
Ground the aircraft.
> do a check of the aircraft stability
> moor the aircraft if necessary. Aircraft Configuration
If aircraft storage is in cold weather conditions: Energize the electrical circuits.

> do the cold weather maintenance procedures Pressurize the aircraft hydraulic systems .
Note: In cold weather conditions, we recommend to put a fiber material

_______ between the tires and the ground surface.

AIRCRAFT STORAGE

STORAGE PROCEDURE
Protection of the wheels
Procedure We recommend to install used tires or wheels with used tires.
Lubricate the bearings with COMMON GREASE.
Flushing of the Air Data System Make sure that there is no corrosion on the brakes and on each half wheel
Flush the total pressure line of the Air Data Module. Do a check of the tire pressures.
Flush the static pressure line of the Air Data Module . Protect the brakes and the wheels with STORAGE PRESERVATION
Drain and flush the standby static and standby total pressure lines of the
Air Data Module. Protection of the Water and Toilet System
Protection of the Landing Gears and the Wheels Protection of the potable water system
If the storage period is more than 2 days:
Protection of the landing gears > drain, flush and dry the system if necessary .
Protection of the toilet system
Apply COMMON GREASE: If the storage period is more than 2 days:
> on the sliding tube of the shock absorber > drain, flush and disinfect the system if necessary.
> on the actuator rods
> on the uplock mechanism. Protection of the fuel system
Apply COMMON GREASE: Do a fuel sampling for microbiological contamination .

> to the towing and debogging fittings Do a preventive treatment:
> to the uplock and downlock mechanisms after cleaning of these Drain water from all the fuel tanks
mechanisms.
NOTE : Do the water drain procedure one hour after refueling is
Apply talcum to all the rubber parts but not the tires. completed.
Lubricate all the landing gears:
> nose landing gear Close all the fuel system valves.
> main landing gear
Clean all the actuator rods and apply a thin layer of HYDRAULIC FLUIDS.
Protect the bottom sections of the landing gears with STORAGE
PRESERVATION .
Apply SPECIAL MATERIALS on all hydraulic unions in the NLG, MLG
wheel-well bays.

Apply SPECIAL MATERIALS (Material No. 05-005) on the trailing edge of
Protection of the Flight Controls the wings.
Apply SPECIAL MATERIALS:
Lubricate: > on the leading edges of the nacelles and THS
> the mechanical control chains of the THS > on the refuel/defuel panel
> the THS-actuator ball-screw nut > on all the unpainted light-alloy areas.
> the rudder bearings No. 6
> the trimmable horizontal stabilizer bearings and attachment fittings Visual Inspection of the Drains
> the roller bearings of the flap tracks
> the roller and the pinion bearings of the slat tracks Make sure that all the external structural drain holes are not clogged:
> all the spoiler servo-control bearings . In the lower fuselage .
> the slat tracks surface with OILS On the pylons.
> the flap rotary actuators . On the engines.
In all other locations.
Protection of the Engines
Protection of the Cabin and the Cockpit
For a period up to 30 days, do the preservation of the engines
For a period up to 90 days, do the preservation of the engines Protect with a plastic film the carpets of the cabin aisle, the cockpit and the
For a period of 90 days to one year, do the preservation of the engines. galley areas.
Do the IDG on wing preservation. Protect with STORAGE PRESERVATION (Material No. 15-002) all the
passenger and cockpit seats
Protection of the APU Open the cockpit and window shades.
Make sure that the sliding windows are closed.
Do the preservation of the APU. Protect externally the cockpit windows with STORAGE PRESERVATION
If necessary, apply SPECIAL MATERIALS on cases, solenoids, brackets, and adhesive tape. Do not apply adhesive tape on the windows.
screws and bolt heads in the APU compartment.
Protection of the Doors
External Protections of the Aircraft
Lubricate the external control handles of the passenger/crew doors .
With STORAGE PRESERVATION and adhesive tape: Lubricate the safety pin guide-fitting and the door arming/disarming
Put a cover on the top of the rudder to prevent bird excrement. mechanism .
Seal: Lubricate the hinge-arm support-fitting bearings .
> the surge-tank overpressure Lubricate the cargo-compartment doors .
> the L and R ailerons to prevent bird nests Lubricate the cargo-compartment door handles .
> the air conditioning inlets and outlets Lubricate the avionics-compartment door handles .
> the avionics ventilation inlets and outlets Apply SPECIAL MATERIALS on the seals of all the doors.
> the battery venturi.
Seal the fuel NACA air intakes and the overpressure protector outlet (trim
and wing tanks) with fine nylon netting and adhesive tape.
Disconnect and remove the batteries 2PB1 and 2PB2.
Protection of the Oxygen System
Close-up
Close the valve of the crew oxygen-cylinder assembly.
In the cockpit, on the panel 21VU, push the OXYGEN/CREW SUPPLY Close all the pressurized access doors.
pushbutton switch (the OFF legend goes off). Close the passenger/crew doors .
On one of the oxygen masks, operate the PRESS TO TEST AND RESET Close the FWD and aft cargo-compartment doors .
slide a sufficient number of times to make the system empty. Close all the landing gear doors .
On the panel 21VU, release the OXYGEN/CREW SUPPLY pushbutton Close all the access door panels that you opened during the storage
switch (the OFF legend comes on). procedure.
Seal with STORAGE PRESERVATION and adhesive tape all the openings
that give access to:
- the passenger compartment,
Protection of the Rain Protection System - the cockpit,
- the cargo compartment,
Do the deactivation of the rain repellent system . -the APU,
Put plastic bags or films on the two spray nozzles and attach them on the - the engines,
structure with adhesive tape. - the landing gears.
Removal of Equipment Seal with adhesive tape:

- the passenger/crew door handles,
Remove the Digital Flight Data Recorder 1TU . - the emergency exit door handles,
Remove the Cockpit Voice Recorder 1RK . - the FWD and aft cargo door handles,
Remove: - the avionics-compartment door handles.
- all the EPSU batteries
- the emergency locator beacon Depressurize the aircraft hydraulic systems .
De-energize the aircraft electrical circuits .
Installation of the Protection Equipment Remove all the fixtures, tools, test and support equipment used during this
procedure.
Protect all the probes, the engines and APU with adapted protection Make an entry in the aircraft log book or attach a tag on the Captain side
equipment. stick to tell the crew that the protection covers/devices are installed.
Keep in position with adhesive tape all external protection equipment flags.
Aircraft Maintenance Configuration
On the overhead panel 25 VU, on the CABIN PRESS section:

- Push the DITCHING pushbutton switch to close the ventilation skin
valves and the outflow valve.
If the storage period is more than 2 days:

RETURN TO OPERATION AFTER STORAGE PERIOD Installation of the Equipment Removed
Visual Inspection Install the Digital Flight Data Recorder.

Install the Cockpit Voice Recorder.
Do a visual inspection of the aircraft for impacts by foreign objects, bird Install the debris guard, the impeller and the shroud of the brake fans
nests, fluid leakages (hydraulic fluid, fuel), missing parts, obstruction and Install the batteries of:
corrosion. - the EPSU if removed (Ref. TASK 33-51-38-400-002)
- the flashlights if removed and make sure that they operate correctly
Cleaning of the Aircraft - the megaphones if removed and make sure that they operate correctly.
Install the emergency locator beacon.
Remove all the STORAGE PRESERVATION and adhesive tapes. Do the reactivation of the rain repellent system .
Clean the aircraft externally
Flushing of the Air Data System
Aircraft Configuration
Flush the total pressure line of the Air Data Module .
Energize the aircraft electrical circuits Flush the static pressure line of the Air Data Module .
On the overhead panel 25 VU, on the CABIN PRESS section: Drain and flush the standby static and standby total pressure lines of the
- release the DITCHING pushbutton switch to open the avionics ventilation Air Data Module .
skin valves and the outflow valve.
Inspection and Test of the Ventilation System
NOTE : Make sure that the avionics ventilation continues to operate
correctly. Discard the recirculation filters .
Do a test of the ventilation system of the avionics compartment
Install and connect the batteries 2PB1 and 2PB2 and make sure that the If the aft cargo-compartment ventilation system is installed, do a test of the
charge is correct. aft cargo-compartment ventilation system .
If the FWD cargo-compartment ventilation system is installed, do a test of
Removal of the Protections the FWD cargo-compartment ventilation system .
Remove all the protective equipment from the engines, the APU, the Inspection and Test of Fire Protection
probes.
Remove the protection from the cockpit, the passenger seats and the Engine fire protection
carpets. APU fire protection
Cargo-Compartment fire protection
Inspection of the Doors Lavatory fire protection
Portable fire-extinguishing.
Make sure that the doors open and close correctly.

Inspection and Operational Test of the Wheels and the Brakes
Inspection and Test of the Oxygen System
If the aircraft was in storage with used tires:
Crew oxygen cylinders Install new tires on the nose landing gear.
Portable oxygen cylinders Install new tires on the main landing gear
Do a check of the pressure of all portable oxygen cylinders Do a check of the tire pressure.
If necessary, inflate the tires.
Inspection and Test of the Water/Waste Systems If the aircraft was in storage with new tires:
Remove all the wheels and send them to the overhaul shop for inspection
Do a test of the potable-water distribution system . of the bearings.
Do a test of the waste/water drain system . Put the tires back to the nominal pressure .
Do a test of the toilet system . Make sure that there are no cracks in the tires.
Do a test of:
Protection of the fuel system - the normal braking system
Do a fuel sampling for microbiological contamination . - the alternate braking system.
Do a check of all the fuel tanks for leakage .
Do a test of the engine LP fuel shut-off valve . Inspection and Test of the APU
Do a test of the APU shut-off valve . Install the APU, if removed.
Do a test of the crossfeed valves . Do the APU depreservation .
Inspection and Test of the Engine
Inspection and Test of the Hydraulic System Install the engine if removed
Do the engine depreservation if it is not removed .
Do an analysis of the hydraulic fluid . Do the depreservation of the IDG.
Do a check of the fluid level in the hydraulic reservoirs . Change the oil of the pneumatic starter.
Do a test of the hydraulic shut-off valves . Start the engines, make them turn for one minute .
Do an engine run-up for the two engines .
Inspection and Test of the Landing Gears Stop the engines .
After shutdown, do a check of the engines for oil, hydraulic and
Do a general visual inspection of the nose landing gear. fuelleakage.
Do an inspection of the main landing gear.
Lubricate all the landing gears. Test of the Bleed System
Do a test of:
- the extension and retraction of the landing gear Do a test of the bleed system .
- the free-fall extension .
Do a test of:
- the nose wheel steering with the handwheel
- the nose wheel steering with the rudder pedals .

Protection of the Flight Controls Protection of the Flight Controls
Do the lubrication of: Do the lubrication of:

- the mechanical control chains of the THS - the mechanical control chains of the THS
- the THS actuator ball screw nut - the THS actuator ball screw nut
- the rudder bearings No. 6 - the rudder bearings No. 6
- the trimmable horizontal stabilizer bearings and attachment fittings - the trimmable horizontal stabilizer bearings and attachment fittings
- the roller bearings of the flap tracks - the roller bearings of the flap tracks
- the roller and the pinion bearings of the slat tracks - the roller and the pinion bearings of the slat tracks
- all the spoiler servo-control bearings . - all the spoiler servo-control bearings .
Clean and put protection on the flight control cables .

Do a detailed inspection of the flat transmission assy . Clean and put protection on the flight control cables
Do a detailed inspection of the slat transmission system . Do a detailed inspection of the flat transmission assy .
Drain and fill the flap rotary actuators . Do a detailed inspection of the slat transmission system.
Do a check of the fluid level of the flap power-control-unit, ifnecessary fill Apply grease to the flap rotary actuators .
the PCU with o il. Do a check of the fluid level of the flap power-control-unit, if necessary fill
Do a check of the fluid level of the slat power-control-unit, ifnecessary fill the PCU with o il.
the PCU with o il. Do a check of the fluid level of the slat power-control-unit, if necessary fill
Do a test of the spoiler hydraulic control. the PCU with o il.
Do a test of the aileron and its hydraulic control. Do a test of the spoiler hydraulic control.
Do a test of the elevator and its hydraulic control. Do a test of the aileron and its hydraulic control.
Do a test of the rudder hydraulic actuation . Do a test of the elevator and its hydraulic control
Do a test of the flap and slat system . Do a test of the rudder hydraulic actuation
Operate the flap system a minimum of ten times. Do a test of the flap and slat system .
Operate the flap system a minimum of ten times.
Tests of the Ice Protection Systems
Do a test of the wing ice-protection system .

Do a test of the ice protection system of the air intakes .
Close-up

PLACARDS AND MARKINGS LABELS
General General
This document shows the placards, stencils and markings and gives their Standard type No.1 label
location on the aircraft. Standard type No.2 label
R This chapter has the parts that follow: FOTOFOIL type No.3
Placards and markings on the external side of the aircraft (Ref. ATA Standard No.1 and 2 labels are in plastic material with white letters on black
11- 20) matt finish.
Placards and markings on the internal side of the aircraft (Ref. ATA Type No.3 labels are in 0.076 mm (0.002 in.) metal foil for use in skydrol
11-30). zones with white letters on black matt finish.
For more information about panel location, refer to AMM Chapter 06. Label Replacement
Use the AMM Chapter 06 as the primary reference.
There are three types of placards and markings ATA 100 specification. This chapter gives the replacement procedure of the different types of labels:
Safety Data Decals

Nameplates (For example on circuit breaker panel)
These placards and markings are used for the flight crew, and passenger Identification bands on metal lines
cabins, and for equipment safety. They include WARNINGS and CAUTIONS. Labels on heat-resistant ducting
Labels on laminations
Maintenance Data
ESSO labels
SSO (SCOTCHCAL) labels
These are servicing and maintenance instructions.
FOTOFOIL labels
By Local Regulation BSB (DUROFIX) labels
Metal identification plates
The aircraft must have these placards and markings. When these types of Labels on landing gear
placards are shown in Chapter 11, they are identified by (1). Engine leasing plate
DISA (SUPRAFIX FRS) labels
Note: This list does not include all the labels installed on the aircraft. The
installation or replacement of labels or instruction placards attached by
different types of threaded fasteners or rivets is not given below since no
^special procedure is necessary. Λ

NOTE : A L L MARKINGS ARE GREY
FIGURE 57: Markings on the Fuselage and Tail Unit

GROUND HANDLING
SERVICING POINT
The ground service connections layout is the same on the AIRBUS A318 and
A319.The main difference between A320 and A321 servicing point is a
second potable water draining panel in the center of the A/C on the A320.

10
1 LAVATORY S E R V IC E D O O R 7: H Y D R A U L IC S Y S T E M G R O U N D S E R V IC E PANEL
2 P O TA B LE W A TE R S E R V IC E P A NE L 8: E N G IN E O IL F IL L IN G C O N N E C T O R
3 W A TE R D R A IN P A N E L 9: R E F U E U D E F U E L C O U P L IN G
4 EXTERNAL PO W ER RECEPTACLE 10: G R A V IT Y F IL L IN G P A N E L
5 G R O U N D S E R V IC E C O N D IT IO N E D A IR C O N N E C T IO N 11 R E FU E LTD E FU E L C O N T R O L P A NEL
6 H P A IR G R O U N D C O N N E C T O R : 12: A P U O IL FIL L IN G C O N N E C T O R
-G R A V IT Y FIL L IN G P A NEL 13: ID G O IL FIL L IN G C O N N E C T O R HP: High Pressure
- P R E S S U R E FIL L IN G C O N N E C T IO N • * O P T IO N IDG: In te g ra te d D riv e G e n e ra to r
V
FIGURE 58: SERVICING POINTS

A/C SERVICING ARRANGEMENT
The graphic shows the access to the aircraft by various servicing

equipment. The A318 fuselage is shorter than the rest of the single aisle
aircraft. Due to the removal of 2.39 meters or 1.5 frames of the forward
fuselage, the aft edge of the forward cargo compartment door now is in
close proximity to the engine air intake nose cowl. When using a self
propelled conveyor belt, there is a possibility of structural damage to the
nose cowl because of the clearance.
Note: The use of a self-propelled conveyor belt is not recommended by

Airbus.
-
The main difference between the A318/A319 and the A320/A321 servicing
arrangement is that the A320 and A321 can have a bulk loader on the bulk
cargo door.

(*> N O T A V A IL A B L E O N Α 3 1 Θ ΙΑ 3 1 9 .
O P T IO N A L O N A 3 2 0 .
PALLET PALLET
LOADER LOADER
(Option) (Option)
CATERING
VEHICLE
CATERING
GROUND VEHICLE
POWER UNIT
LAVATORY
VEHICLE
PASSENGER AIR STARTING UNIT

BRIDGE OR
AIR CONDITIONING UNIT
FUEL
VEHICLE
(option)
FIGURE 59: A/C SERVICING ARRANGEMENT

TURNING RADII
The different turning radii are shown on a steering diagram. "Y" is the
distance between the centerline of the A/C longitudinal axis (X-axis) and the
theoretical center of turn for turning radius. "A" matches the minimum turning
width for a 180° turn. Ύ, A" and the radii "R3, R4, R5 and R6" values depend
on two parameters: effective turn angle and steering angle.

AT 75* STEERING ANGLE;

f
A 31$ A310 A 320 A 321
EFFEC
TU R N
73 ,2 0 " 70.03 d 70" 73d
33’8 " 3 6 '3 " 4 1 'Ο 55 ’5"

X
1 0 .2 5 11,04 Ι 2 .6 4 16.91
10Ί " 13'2" 15Ί " 1 6 '7 "

V
3,1 4,01 4 .6 5,1
6 1 'ί." 67'B" 75Ί " ΒΟ'β"

A
16.7 2 0 .6 4 2 2 .9 27 6
36 ’4'· 398" 4 54 " S 9 '1 "

R3
11.1 12.11 13.81 16
e r? " 7010 7 2 2" 7 4 4 '·

R4
20-6 5 1 .SS 2 1 .9 9 22.7
STEERING
ANGLE 51'4" 5 4 '6 " 60' 74-
R5
15,6 1 6 .6 1 8 .3 226
R6 O T10" 64Ί1" 71ΊΓ fi0'4"

17.9 19 77 21.91 24.5
v______
FE E T/IN C H E S
METERS
M IN IM U M
PAVEMENT
WIDTH FOR
ISO·' TURN
THEORETICAL CENTER OF TURN FOR

NOSE GEAR RADII TRACK MINIMAL RADIUS:
MEASURED FROM OUTSIDE - SLOW CONTINUOUS TURNING,
FACE OF TIRE . SV METRICAL THRUST,
- NO DIFFERENTIAL BRAKING,
- DRV SURFACE,
FIGURE 60: TRUNING RADII

(sub-) cat.B1.1/ B2 V -------- / % ----------
TRAINING
STANDARD PRACTICES GROUND SUPPORT EQUIPMENT AND TOOLS
General (Airframe) The World Airlines Technical Operations Glossary (WATOG) definition of
Ground Support Equipment (GSE) is:
This chapter contains these five general sections: equipment required on the ground to support the operation and maintenance
of the aircraft and all its airborne equipment.
Standard Practices
Airbus divides GSE into two categories:
This section contains procedures which apply to many areas of the airplane. > tools,
General maintenance practices, removal and installation, and cleaning and > standard GSE.
painting procedures are given in this section. Some standard practices in this > Tools can be split into two categories:
chapter apply to the engine build-up components. Standard practices that > standard tools,
apply to the basic engine are given in Chapter 70, Standard Practices - > specific tools.
Engine.
STANDARD TOOLS
Standard Torque Values
Standard tools are hand tools such as spanners, sockets, gauges, torque
This section contains the standard torque values applied to bolts, nuts, wrenches...
clamps couplings, and tube fittings.
The specifications (size, range, capacity, accuracy...) are given in the related
Inspection/Check Aircraft Maintenance Manual (AMM) task to let operators use the tool brand of
their choice.
This section contains inspection conditions for the control cables.
Standard tools for Aircraft Maintenance are all in US units. Metric tools
Specifications and Materials maybe required for shop maintenance.
This section contains all of the consumable materials specified in the They are not required for aircraft maintenance but will be required to maintain
Maintenance Manual. Airbus specific tools and, in some cases, for aircraft component maintenance
in the shop.
Grounding
This section contains procedures to attach a static ground onto the airplane
and precautions for electrostatic sensitive devices.

FIGURE 61: GROUND SUPPORT EQUIPMENT AND TOOLS - STANDART TOOLS

GROUND SUPPORT EQUIPMENT AND TOOLS (continued)
SPECIFIC TOOLS
Specific tools are tools designed by Airbus or by its vendors to carry out given
maintenance tasks on the aircraft or one of its components. All maintenance
tools for "on - aircraft" maintenance such as the AMM, Trouble Shooting
Manual (TSM)... and for "off - aircraft" maintenance such as the Component
Maintenance Manual (CMM) are found in the Support Equipment Summary
(SES) document.
The SES covers all Airbus aircraft types and all associated documentation.
If a tool does not appear in the SES it is not a tool for Airbus aircraft or
equipment.
All specific tools called up for "on - aircraft" maintenance in the AMM
and the TSM are illustrated in the Tool Equipment Manual (TEM).

(sub-) cat.B1.1/ B2 V -------- / % ----------
TRAINING
Bxrssr#
Support Equipment SummaryCSES)

Equipment Summary (SES) \ Tool &Equpmert Index(TB)
Tool & Equipment Index (TEI) Illustrated Tool & Equipment Manual (TEM)
A31fc'A3WA32<yA321
trated Tool & Equipment Manual (TEM) L Hcvdate M··, CiiOr
A318/A319/A32Q/A321
Rev ifci'ti May 0UO7
FIGURE 62: GROUND SUPPORT EQUIPMENT AND TOOLS - SPECIFIC TOOLS

GROUND SUPPORT EQUIPMENT AND TOOLS (continued)
STANDARD GSE
Airbus considers as standard GSE any GSE which is not designed for a
specific aircraft type, but it can/could be used on a number of different aircraft
types.
Standard GSE includes, but is not limited: tow bars, axle/wheel change jacks,
tripod maintenance jacks, access platforms, hydraulic ground carts, electrical
power units, etc...

MAIN LANDING GEAR FLAT TYRES AXLE JACK

HYDRAULIC AXLE JACK
SET OF FLYAWAY AXLE JACKS
FIGURE 63: GROUND SUPPORT EQUIPMENT AND TOOLS - STANDART GSE

ELECTROSTATIC DISCHARGE
ESD Problems
ESD stands for ELECTROSTATIC DISCHARGE which is generated by

rubbing materials with each other. By moving over plastic materials (synthetic
fibers), wearing synthetic fiber clothing, electrical charges build up on the body.
Thus voltages of 12000 to 35000 volts can develop on a person. Touching
connector pins of computer units, a discharge path is formed through wiring
and components. Integrated Circuit (IC) chips can be partly damaged or
totally destroyed. Here is the so-called "tribo- electric" series of materials.
Rubbing materials from this series against each other and then separating
them from each other causes a build-up of electrostatic charges. If the
materials are far apart in the series, there will be a higher electric charge.

TRIBO-ELECTRIC SERIES
A IR a
HUMAN H A I R
ASBESTOS
R A B B I T FUR
GLASS
MICA
FIG.1 HUMAN A I R POSITIVE
NYLON
WOOL C H ARGE
FUR
LEAD
SILK
ALUMINUM
PAPER
C O T T O N -------------------------------
STEEL
WOOD
AMBER
S E A L I N G WAX
HARD RUBBER
NICKEL/COPPER
BRASS/SILVER
GOLD/PLATINUM
SULFUR NEGATIVE
ACETATE/RAYON
POLYESTER
CHAR G E
CELLULOID
ORLON
SARAN
POLYURETHANE
POLYETHYLENE
POLYPROPYLENE
PVC
KEL-F (CFTE)
SILICON T
TEFLON
FIGURE 64: Electrostatic Discharge - ESD Problems

ELECTROSTATIC DISCHARGE
ESD Protection
Here are some precautions to avoid damage of electronic equipment by

ELECTROSTATIC DISCHARGE.
FIGURE 65: Electrostatic Discharge - ESD Protection
1. Do not touch connectors pins, avoid using flying Leads on pins for testing.
2. Establish good grounds (as for fuelling) if a unit has to be serviced.
3. Put yourself to ground:
Either discharge yourself on the metallic structure or connect yourself to
ground via 200 000, ..., 1 000 000 Ohms or a wrist band with lead and
connector.
4. Wrap up the unit in conductive plastic foil or use a conductive (black) bag.
5. Protect the unit by placing protective caps on the connectors.
6. Place the unserviceable unit in its re-usable shipping container.

SAFETY ITEMS/INTERFACES
B2: Mechanical Interface
GENERAL
For avionic systems which interface with mechanical systems, some
General safety Precautions selected
safety items are listed here:
General safety precautions are part of module 7 ’’Maintenance Practices”. When Auto Flight Systems are operated or tested, electrical actuators may
start operation. With hydraulic power active, hydraulic actuators may also
Specific safety Precautions start operation.
Keep surfaces clear.
For each aircraft type, there are some special safety precautions.
This requires special awareness for safety during operation or when a task is This may affect automatic slat systems and automatic ground spoiler
performed. The identification of safety relevant will be discussed in the Training systems.
Manual for the related aircraft system. > When any task of an aircraft system requires the Air/Ground
Additionally, in the Training Manual for aircraft documentation shows how System to be set to the Flight condition, many other systems are
safety items are identified in the Aircraft Maintenance Manual. also affected. Note the safety items for the air/ground sensing
system.
B1: Avionics Interface > HF must not be used when the aircraft is fuelled or defueled.
> Weather Radar must not be used when the aircraft is fueled or
For mechanical systems which interface with avionic systems, some selected defueled.
safety items are listed here: > Some systems may operate depending on airspeed. When air data
> When the aircraft is fuelled or defueled, Weather radar and HF must not test equipment is used, this all consequences must be regarded.
be used.
> When any task of an aircraft system requires the Air/Ground System to
be set to the Flight condition, probe heating systems and many other
systems are also affected.
Note the safety items for the air/ground sensing system.

© AVIET All rights reserved. Confidential and
proprietary document.
This document and all information contained herein is the sole
property of AVIET. No intellectual property rights are granted
by the delivery of this document or the disclosure of its
content. This document shall not be reproduced or
disclosed to a third party without the express written consent
of AVIET. This document and its content shall not be used for
any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AVIET will be pleased to explain
the basis thereof.
AVIATION MAINTENANCE TRAINING

A320fam Ata05-20 Airplane General

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A320fam Ata05-20 Airplane General

Uploaded by

Copyright:

Available Formats

A318/A319/A320/A321 (CFM56) / (IAE V2500)

For Category B1/B2

Introduction / Aircraft General

Issue 1: 12 Aug 2016

Airbus A318/A319/A320/A321 (CFM56) and

05-20 AIRPLANE GENERAL

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES

FAMILY TIES PRESENTATION........................................................................4 FIGURE 1: AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS..................... 7

FIGURE 34: COCKPIT PRESENTATION - SIDE CONSOLES................. 55

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 3

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 4

TECHNOLOGY FLEET ADVANTAGE

The family offers a choice of engines:

The picture shows the main dimensions for the A320.

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 6

37.57 m (123ft 3in)

34.1 m (111ft 10in)

FIGURE 1: AIRCRAFT GENERAL AIRCRAFT DIMENSIONS

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 7

FIGURE 2: AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 8

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 9

AIRCRAFT GENERAL (continued)

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 10

MTOW: Maximum Take-Off Weight

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 11

AIRCRAFT GENERAL (continued) Operational Empty Weight (OEW)

Weight Definitions Actual Zero Fuel Weight (AZFW)

Manufacturer's Empty Weight (MEW) Operational Take-Off Weight (OTOW)

ENGINE MAXIMUM WEIGHTS (kg) OPERATING LIMITS

A320-100 CFMI CFM56-5A 68000 63000 59000

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 13

Maximum Design Take-Off Weight (MTOW)

The maximum weight at the start of take-off run.

Maximum Design Landing Weight (MLW)

The maximum weight at which the aircraft may land.

Maximum Design Zero Fuel Weight (MZFW)

The total maximum of operational empty weight (OEW) and payload. It

The minimum weight at which the aircraft may be operated.

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 14

ENGINE MAXIMUM WEIGHTS (kg) OPERATING LIMITS

A320-100 CFMI CFM56-5A 68000 63000 59000

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 15

A318 A319 A320 A321

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 16

A318 A319 A320 A321

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 17

For measurements and location of components within the fuselage of the

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 18

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 19

The aircraft is divided into zones as follows:

the major zones

Eight major zones are identified by the hundreds as follows:

100 Lower half of the fuselage to aft pressure bulkhead

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 20

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 21

STA8077/FR20 S TA18101/FR 41- STA32571/FR88

FIGURE 10: Major Sub

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 22

FIGURE 11: Major Sub-Zones - Wing and Nacelle