A320 51-57 L3 e (Oct2002 CMP)

Training Manual
A 319 / 320 / 321
ATA 51−57 STRUCTURES

ATA 06 -10
Level 3
Lufthansa Issue: Juli 2002

Technical Training GmbH For Training Purposes Only
Book No: LH A319 / 320 / 321 51-57 L3 e Lufthansa Base  Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
DIMENSIONS AND AREAS A 319 / 320 / 321
GENERAL
06 − 00
ATA 06 DIMENSIONS AND AREAS

06−00 GENERAL
Description
This chapter defines :
Dimensions and Areas see 06 − 10

Zoning see 06 − 20
Stations see 06 − 30
Access Provisions see 06 − 40
For Training Purposes Only
FRA US / T SeG 01.07.02 Page: 1

06 − 10
AIRCRAFT DIMENSIONS
The dimensions are quoted in meters.Those measured from the static ground
line correspond to the aircraft at its maximum ramp weight.
Fuselage: A319 − 100 A320 − 200 A321−100/ 200

33.893 m 37.573 m 44.507 m
Overall Length 111.0204 ft 123.271 ft 146.0204 ft
Width 3.950 m 155.5118 ft
Wings: A319 A320 A321
Span 33.913 m 111.2631 ft
2
Area 122.4 m 2 1317.50 ft
Stabilizers: A319 A320 A321
Area of THS 31 m 2 333.68 ft 2

Area of Vertical 2
Stabilizer 21.5 m 2 231.42 ft
Height 11.75 m 11.76 m

Weights: A319 A320 A321

max. TO Weight 68.000 kg 73.500 kg 83.000/89.000kg
max. Landing Weight 61.000 kg 64.500 kg 73.500/75.500kg
Empty Weight 35.400 kg 37.230 kg 47.500kg
FRA US/T SeG 01.07.02 Page: 2

06 − 10
24 35 35.8 47 47.5 64 87
1
87
1 24 32 51 64
1 24 32/35 47/51 64 87
Figure 1 Fuselage Length Differences

06 − 10
FUSELAGE DATUM LINES

Coordinate System
for messurements and location of components within the fuselage of the A 320
Familiy a metrical coordination system is in use. It exists of three a datum
lines :
”X” means length distances from ” X 0 ” also called .STA ” 0 ”.

It defines forward and aft distances from any point ( STA ) to
STA ” 0 ”. STA 0 ist 2540 mm forward of the radom.
”Y” means lateral distsances from any point to aircraft center line
” Y 0 ” is a vertical plane over the center line
” + Y ” is a plane left hand from ” Y 0 ” in flight direction
” − Y ” is a plane right hand from ” Y 0 ” in flight direction
” Z ” means a horizontal distsances from any point to aircraft centerline

” Z 0 ” is a horizontal plane over the center line
” + Z ” is a plane above the center line
” − Z ” is a plane below the center line

06 − 10
NM5 06 10 00 0 AEMO 01
SECTION
A−A
Coordinate − Origin Reference Planes

X/STA2540
X/STA3500/FR1
2540
mm
CL CENTER
LINE
X/STA 0
X/STA3340/FR0
Figure 2 Fuselage Datum Lines

ZONING
06 − 20
06−20 ZONING
MAJOR ZONES
Description
The aircraft is divided into zones as follows :

- the major-zones
- the major-sub-zones
- the unit - zones
Major - zones
Eight major-zones are identifided 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

ZONING
06 − 20
Example A320
200
300
600 500
100
400
700 STATIC GROUND
300
800 800 200 800

800 700 100 700 800
Figure 3 A 320 Major Zones

ZONING
06 − 20
MAJOR - SUB − ZONES
Description
Major-sub-zonesare identified through tenth digit of the three digit zone num-
ber. Numbering takes places within the major zone from
from front to rear and

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

ZONING
06 − 20
Example A320
830
840
830 830
840 840
320
STA40113
220 FR87
230 240 250 310

210
110 170
130 140 150 160
190
810 STA26162 / FR70
120 820 820 820
820
STA3500 / FR1
710 STA26162 / FR56
730
740
SECTION
190 190 190
190
Figure 4 Major Sub Zones

ZONING
06 − 20
UNIT-ZONES
Description
A unite-zone defines a certain position within that major-sub-zone. They are
identified through single digit numbering, counting from 0 to 9. Numbering
within a major-sub-zone happens as follow :
from front to rear

from inboard to outboard
uneven numbers ( e. g. 131, 211, etc. ) identify the left hande side of the
center line
even numbers ( e. g. 142, 162, 264, etc. ) identify the right hand side
of the center line
For Example : 162
1 − major-zone 100 = identifies the range below center line.

6 − major-sub-zone 160 = identifies the bulk cargo compartment.
2 − unit-zone 162 = identifies the forward, right hand part of the bulk cargo
compartment.
NOTE : − Wings, Stabilizers and Engine Nacelles have similar major-sub-

zones and unit-zones.

ZONING
06 − 20
Example A320
323 324
322
211 223 233 141 253 145 253 263 325

212 224 234 142 244 146 254 264 321
326
315 317
221 241 251 261 316
262 311
222 242 252 312
110 131 151 171
132 152 172
313
314
123 125 129 127 133 137 191 195 147 197 153 161 163
124 126 128 134 138 192 196 148 198 154 162 164
MLG DOOR
31 51
STA1323 / FR31 STA2456 / FR53 196
ZONE
STA1307 198
192 744
191
197
192 198
191 ZONE 197
734
195
196
195
Figure 5 Fuselage Major−, Major Sub− and Unit − Zones

ZONING
06 − 20
Note:
− The passenger/crew-doors, cargo-compartment doors, avionic-
compartment and landing-gear-doors are identified by the zone
numbers, because each of these doors is a unit-zone in itself.

ZONING
06 − 20
Example A321
LEFT HAND SIDE
831 833 834 832
811 813
812
RIGHT HAND SIDE
844 843 841

842
826 825 822

824
Figure 6 A 321 Door Zone Numbers

STATIONS
06 − 30
06−30 SECTIONS/STATIONS/FRAMES
SECTION NUMBERS Frames numbers ( FR )
Frames been counted from the front bulk head to the aft within the fuselage.
Description The distance between the frames are generally 530 millimeters. In ranges of
This part gives informations about the sections, their related stations and hight loads the distances is about 230 millimeters.
frames or ribs. Depending on the frames the fuselage of A 320/A319 has seven sections. The
A321 has nine sections.
Section numbers
SECTION DESIGNATION STATIONS FRAMES
The aircraft is divided into various sections for manufactoring reasons.
Each major part of the aircraft, corresponding to the production sharing re- 11 / 12 Nose Fuselage 3340−9500 0−24
ceives a section number. 13 / 14 Forward Fuselage 9500−15367 24−35
15 Center Fuselage 15367−21361 35−47
Fuselage 10 thru 19.1 ( shown ) 16 / 17 Aft Fuselage 21361−30429 47−65
18 Aft Fuselage 30429−33655 65−70
Wing 20
19 Forward Tailcone 33655−36617 70−77
Vertical Stabilizer 30
19.1 Aft Tailcone 36655−40113 77−87
Horizontal Stabilizer 35
Engine 40
Landing Gear 50
Belly Fairing 60 Additional Sections A321
SECTION DESIGNATION STATIONS FRAMES
Stations numbers ( STA ) 14A Foreward Fuselage 15367−19634 35−35.8
The station designation system is used to identify reference planes and points
16A Rear Fuselage 25629−28296 47−47.5
along those planes, providing a means of identifying the location of structure.
A station corresponds to a cross section ( plane ) for a given assembly group,
as Fuselage, engine naccelle, wing verticall and horizontal stabilizer.
The sum of all stations gives a station diagram. Each station is a measured
distance in millimeters, measured from a station point ” 0 ”. For the Fuselage it

is measured over the X − datum line, beginning 2540 millimeters in front of the
radom. In addition the stations are supplemented by frame ( FR ) figures,
e. g. STA 9500 / FR 24.

STATIONS
06 − 30
19.1
15
19
18
16 A 16/17
A 321
Only
21
14 A
13/14 A 321
Only
11/12
Figure 7 Section Reference Numbers

ACCESS
06 − 40
06−40 ACCESS
ACCESS PANELS AND DOORS
In case all letters of the alphabet have been used, panels are identified as fol-
Description lows :
− the leter ” A ” is still the identification letter
All access panels and doors are provided with an identification system. − location letters than are
The identification code exitst of three figure to identify the zone and two letters U Top ( upper surface )
to clarify the position. D Bottom ( lower surface )
− The first or identification letter identifies the door ( panel ) in a logical P Left
sequence, i. e. S Right
from the inside to the outside, or G Floor Panel
from the forward to aft. X Sidewall panel
The first identification letter is an ” A ” for each zone. Y Ceiling Panel
− The second or location letter, gives the location of the door ( panel )
on the aircraft-unit-zone if necessary . NOTE : − The letters I and O are not used.
− The cabin passenger / crew doors, cargo compartment and main
Location letters are: landing gear doors are only identified by the zone number, since
T Top ( upper surface ) each of these doors is a zone in itself.
B Bottom ( lower surface ) − Doors along the aircraft center line have the left side zone number.
L Left − For more rules see AMM 06 − 40 − 00
R Right
Z Internal
F Floor Panel EXAMPLE: Panel 121AL
W Sidewall panel
C Ceiling Panel UNIT-ZONE SUFFIX FUSELAGE POSITION
121 AL Forward Fuselage, lower half, first panel in
EXAMPLE : 1 2 1 A L Unit-Zone 121 Bottom (access to External-
Power-Panel) (see NOTE)
MAJOR ZONE 100

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

ACCESS
06 − 40
Access Panel Identification
110AL
811
121AL
812
Figure 8 Access left side Radome, Avionic Compartments, Nose Landing Gear
LIFTING AND SHORING A 319 / 320 / 321
LIFTING
07 − 10
ATA 07 LIFTING AND SHORING

JACKING FOR A / C MAINTENANCE OPERATIONS When the aircraft is on jacks, place a safety stay between FR 73 and FR 74.
This prevents any accidental movement of the aircraft.
Description During jacking the maximum load at each hydraulic jack must be observed and
This chapter provides information about lifting and shoring of the aircrafts. not exceeded.
Further more the aircraft has to be leveled to zero when starting to jack. That
07 − 10 Jacking zero level must be checked and observed during lifting on a trim indicator at the
− 11 Jacking for A / C Maintenance Operations fueling station.
− 12 Lifting for wheel change
07 − 20 Shoring see AMM. NOTE : - You must not use the safety stay to lift the aircraft.
- You can lift the aircraft at the forward jacking point when the tires
and shock absorbers deflated.
AMM Task 07−11−00−581−001 - You can lift the aircraft at the forward jacking point only, wth the
Observe the maximum permitted aircraft weight for jacking ( e.g. A 320 wheels of the main landing gear on ground.
59.000 kg )
Before you lift the aircraft with jacks make shure : For Example:
- Safety Stay is only be used to stabilize the fuselage between
WARNING : that the weight of fuel is applied equally on the two sides FR 73 and FR 74 with a load of 2.000 daN for all aircrafts.
of the aircraft
WARNING : that the aircraft is stable before you lift it with jacks.
WARNING : not to lift the aircraft with the SAFETY STAY ( jack at the
aft fuselage position )
WARNING : the SAFETY STAY is removed before you do landing gear

extension and retraction tests. Damage to the fuselage

occurs if the aircraft moves during the tests.
WARNING : Perf. AMM Task 32−00−00−860−001 Flight Config. Precaut.
You must lift at three structural jacking points with three hydraulic jacks.
one point is under the forward fuselage at FR 9
the two other points are under the wings at rib 9.

LIFTING
07 − 10
Jacking Pad Jacking Pad Point ”B”

JACKING POINT ” B ‘ ” Point ”A”
FR74
FR73
FR 8
RIB 9
NM5 07 11 00 2 AAM0 05
RIB 9
JACKING POINT ” A ”
SAFETY JACK
JACKING POINT ” B ‘ ”
A 320 JACKING POINTS TABLE

Trim Indicator
X (mm ) Y ( mm ) Z ( mm ) MAXIMUM
JACKING FORCE
FWD FUSELAGE FR 8 52840 0 − 2100 6800 daN

JACKING POINT ” A ”
WING L / H RB 9 20107 6497.25 − 828.35 28500 daN

JACKING POINT ” B ” A 2 3 4 5 6 7
B
WING R / H RB 9 20107 − 6497.25 − 828.35 28500 daN C
JACKING POINT ” B ” D
E
F
G
A 319 A 320 A 321
MAX. PERMITTED
AIRCRAFT WEIGHT 57.000 kg 59.000 kg 69.000 kg
FOR JACKING
Figure 9 Aircraft Jacking Points

LANDING GEAR JACKING
07 − 12
LANDING GEAR LIFTING

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.
FRAUS/T SeG 01.07.02 Page: 20

LANDING GEAR JACKING
07 − 12
Nose Landing Gear Main Landing Gear ( Typical )

JACKING POINT
JACKING POINT
Figure 10 NLG and MLG Jacking

FRAUS/T SeG 01.07.02 Page: 21
LEVELING & WEIGHING A319 / 320 / 321
08−00
ATA 08 LEVELING & WEIGHING

LEVELING
Quik leveling check can be carried out using the build in aircraft trim indicator
near the refuel control panel in the right wing root.
The aircraft is in the zero position in pitch and roll, when the bubble is at the
D 4 position.
Presision trimming must be done by means of sighttubes, sighting rods and a
theodolite.
WEIGHING
Aircraft weighing is performed at certain intervals in order to determine the dry
operating weight of the individual aircraft.The weight is used to determine the
center of gravity.
Special weighing plattforms are used at the normal lifting positions for this task.

LEVELING & WEIGHING A319 / 320 / 321
08−00
192 MB
6QT
FR38
39QM
Figure 11 Leveling Indicator

TOWING & TAXIING A 319 / 320 / 321
TOWING
09 − 10
ATA 09 TOWING AND TAXIING

GENERAL
Description and Operation
This chapter is divide in :

Towing see 09 − 10
Taxiing see 09 − 20
Dangerous Jet − Engine Suction / Exhaust areas .
Towing
The aircraft can be towed by the nose landing gear or the main landing gears.
You can tow the aircraft with deflated tires.
Taxiing
This section gives information related to the danger areas around the engines.
You can taxi the aircraft with deflated tires.

TOWING
09 − 10
α 11 degrees A 320
HOTIZONTAL PLAN
Figure 12 MLG Towing of Aircraft

TOWING
09 − 10
TOWING
Description You can use the NLG tow − bar fitting to tow or push the aircraft :
WARNING : Make sure that when the aircraft moves with its own power - with maximum weight,
on the ground - with the engine power between zero and idle.
− no person go where the aircraft can cause them injury or
can kill them You can use the MLG attachments to tow the aircraft :
− no objects stay where the engine can blow them away or - with the engines shut down,
can pull them into the engine by suction.
- when it is bogged.
WARNING : Obey these safety precautions during towing, pushback or

NOTE : Do not tow the aircraft if the dimention H ( oleo extention ) is more
movement of the aircraft.
than 300 mm ( 11.811 in. ). If you do so, you can cause damage to
Make sure that the path of the aircraft is clear.
the cams that make the nose gear wheels go back to the center
Make sure that no persons sit or stand on the tow bar or
position.
use the tractor as a transporter this is to prevent the risk of
injury.
WARNING : The person who operates the brakes from the cockpit
during towing or taxiing must have his seat belt attached.
If not, there is a risk of injury if the aircraft stops suddenly.
CAUTION : Set and calibrate the towing and turn shear pins before you
tow or push back the aircraft.
This is to prevent high loads which can cause damage to
the nose landing gear and / or the aircraft structure.
CAUTION : Do not tow or move the aircraft on the ground if the engine
cowls are open.
Movement of the aircraft with the engine cowls open can

cause damage to the cowls and the nacelle structure.

TOWING
09 − 10
H < 300mm
TOW BAR
TOW TUG
3m ( 10ft )
NOTE : MAINTAIN A MINIMUM OF 3 METERS ( 10 FT. )

SEPARATION FROM THE NOSE WHEELS, TOW
BAR AND TUG WHILE AIRCRAFT IS MOVING
Figure 13 Towing of A 319 / 320 / 321 )

TOWING
09 − 10
LIMIT LOADS AND ANGLES

- ln towing configurations the safty pin locks the control lever on the inter=
phone box in the disengaged position.
- The maximum permitted steering − angle to each side of the aircraft TOWING FORCES
center line is only 95 degree.
- When you use the front fittings to push the aircraft rearwards with the BREAKEAWAY 6% MTW
engine at idle, the maximum permitted steering − angle on each side of the
ROLLING 3% MTW
aircraft centerline is only 40 degrees. This is to prevent the possibility of the
NLG tires slippage.
BREAKEAWAY 6% MTW
ON SLOPE +1% MTW PER
SPEED LIMITS 1% SLOPE
All doors closed and locked or removed, Engine cowlings closed and ROLLING 3% MTW
latched : ON SLOPE +1% MTW PER
- for a tractor with a tow bar, a maximum speed of 25 km / h ( 15.5 mph ) is
1% SLOPE
permitted.
- for a tractor without tow bar, a maximum speed of 40 km / h ( 24.8 mph )
is permitted.
Passenger / crew doors fully open and locked and / or cargo doors
open in vertical position. Engine cowlings closed and latched.
- the permitted maximum speed is 10 km / h ( 6.21 mph )

TOWING
09 − 10
OBSERVE THE MAX. ANGLE

WHEN TOWING / PUSHING !
BY PUSHING ENGINE AT IDLE
40
40
95
95
BY TOWING / PUSHING
Figure 14 A 319 / 320 / 321 − Towing / Pushing

TOWING
09 − 10
TOWING WITH THE NOSE GEAR

Reason for the Job
To push the aircraft rearward or tow the aircraft forwards with : Close − up
the tow fitting on the front of the nose landing gear NOTE : It is recommended to stop with the nose wheels in the aircraft
a tractor in position forward of the nose gear centerline.
A. Make sure that the PIN − NLG DOWNLOCK SAFETY and GROUND A. Tow bar removal
LOCK SLEEVE are installed on the nose landing gear and main landing After ” pushback ” ( hydraulic pressure available ), you must :
gear. first disconnect the towbar from the nose landing gear fitting
B. On the N / W − Steering deactivation electrical box 5GC : than remove the tow − lever SAFETY − PIN
set the ground towing − control lever to the towing position, and If the nose wheel are not aligned with aircraft centerline, this prevents :
C. Install the SAFETY − PIN. the pressurization of the steering actuators to align the wheels before
you disconnect the towbar.
D. On the panel 110VU, set the parking brake control switch to OFF.
E. Disconnect the electrical power of the tractor from the access dor 121AL.
E. On the brake Yellow − pressure triple − indicator on the panel 400VU,
make sur that the ACCU PRESSURE is correct : H. Remove the SAFETY − PIN.
The usual pressure is 3.000 psi ( 206 bars ). J. Set the ground − towing control lever to the normal position.
the minimum pressure is 1.500 psi ( 103 ) bars ).
NOTE : A pressure of 3.000 psi ( 206 bars ) permits 7 brake operations.
F. Install the Hydro AS34 or equivalent on the two fitting
NOTE : The tow bar has :
a damping system
one calibrated shear pin and two calibrated turn shear pins for the
protection of the gear against too high loads.
G. Connect the Hydro AS 34 or equivalent to the tractor.
H. Electrical supply
Open the access door 121AL and connect the electrical supply of the tractor
J. Lighting System
Set the external and internal lights as necessary.
K. Communication system
see TASK 09 − 10 − 00 − 991 − 011 and TASK 09 − 10 − 00 − 991 − 012
Procedure
A. Tow slowly and smoothly
NOTE : During towing operations, put
one person in the cockpit to operate the brakes if necessary
two person to monitor wing tips.

TOWING
09 − 10
Towing Lever set to Towing / Push Back Towing Lever in Flight Position
A Position
A
TOWING LEVER
NORMAL POSITION
( NWS OPERATIONAL )
TOWING POSITION
( NWS DEACTIVATED )
Figure 15 N / W − Steering Deactivation Electrical − Box

TAXIING A 319 / 320 / 321
DANGEROUS AREAS CFM 56 − 5A // IAE V 2500
09 − 20
09 − 20 DANGEROUS ENG. AREAS

EXHAUST AND SUCTION
Areas to be avoided while engine is running
See figures.
Dangerous Areas:
Jet Engine Exhaust Velocity ft/sec ( m/sec ) TAKE OFF POWER
INCLUDES ( WORST CASE )

GROUND PLAN
HEAD WIND ( 20 KTs
ELEVATION
m ft
GROUND PLANE
FEET
DISTANCE IN
METER
WIDTH
m ft
AIR PLAN
PLAN CL
FRA US / T lz 03.09.97 Page: 32

TAXIING A 319 / 320 / 321
DANGEROUS AREAS CFM 56 − 5A // IAE V 2500
09 − 20
( METERS )
Dangerous Engine Areas: FEET
T / O Thrust
19 ft
( 5.79 m )
3.0 ft
( 0.91m )
INTAKE SUCTION DANGER AREA IDLE POWER
ENTRY CORRIDOR
EXHAUST DANGER AREA

30
Figure 16 Dangerous Engine Areas

FRA US / T lz 03.09.97 Page: 33
PARKING & MOORING AS319 / 320 / 321
GENERAL
10−00
ATA 10 PARKING & MOORING

GENERAL
Parking in normal and abnormal weather conditions
− Wheel chocks in front of and behind main and nose landing gear wheels.
− Parking brake ”ON”.
− Nose wheels should be in a straight line.
− Flaps ,slats,spoilers,speed brakes and thrust reversers retracted.
− Stabilizer set to neutral.
− Cockpit windows closed.
− Doors closed.
− Protection covers installed in bad weather conditions.
− Landing gear doors closed.
− Landing gear ground safety locks installed during maintenance opera-
tions 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 de-
creases.
− Shock absorber rebound can cause some movement in the wind.Equip-
ment should be removed from the aircraft to a position where it cannot
damage the aircraft.
FRA US/T ScR AUG.01 Page: 34

GENERAL
10−00
A B C
STATIC PROBE COVER ( 2 ) ANGLE OF ATTACK COVER ( 3 ) PITOT PROBE COVER ( 3 )
ENGINE COVER ( 2 )
D E F
ICE DETECTION STATIC PROBE COVER ( 2 ) TAT PROBE COVER ( 2 )
PROBE COVER ( 2 )
Figure 17 Protective Equipment Covers

GENERAL
10−00
NLG & MLG SAFETY DEVICES

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

GENERAL
10−00
LOCK STAY
LOCK STAY
Figure 18 Gear Safety Devices

DOORS A 319 / 320 / 321
GENERAL
52 − 00
ATA 52 DOORS
52 − 00 DOORS
GENERAL
Description and Operation Forward and aft cargo compartment doors are equiped with an mechanical
The aircrafts are designed with several doors to give a conveniened access latch mechanism. The yellow hydraulic system will be used to open and close
to compartments for passengers, crew members, loading staff and maintenance the cargo doors. Opening and closing of the cargo compartment doors can be
reason. In the cabin all doors are designed that all passengers and crew members done from the outside only.
can leave the aircraft even without staircases, in case of emergency, safely in a
defined time. Bulk Cargo Compartment Door (Option)
Is the last cargo door on the right hand side of the fuselage.
Passenger and Crew Doors Is a plug type door
This aircraft has 4 entrances / emergency exits, called type 1 door, two doors of when unlocked opens inside and swings to the compartment ceiling,where it
each fuselage side. is mechanicaly secured.
This doors are plug type doors. That means under cabin differential pres− The door can be unlocked and locked from the outside and inside.
sure the doors will be pressed against fuselage mounted stop fittings to
transfer the door pressure force to the fuselage structure. A 319 DOORS
This doors can be opened from the inside as well as from the outside.
All 4 doors will be used in case of emergency as emergency exits, therefore In the pressurized area :
each door is equipped with an emergency-escape-slide. 2 Cargo compartments doors ( 825, 826 )
Overwing Emergency Exits 2 Overwing emergency exits ( 834, 844 )
Four exits called type 3, two on each side of the fuselage, designed as emer- 4 Passenger and crew doors or cabin doors useable as emergency exits
gency exits only. These been used in an case of emergeny, to evacuate the ( 831, 841, 832, 842 )
passengers and crews in a definite time according to JAR / FAA regulations. 4 Doors to give access to the avionic compartments (811, 812, 822, 824)
This exits are plug type doors.
This exits can be opened from the inside as well as from the outside. A 320 DOORS
On each fuselage side during openig of the first exit via a mechanical In the pressurized area :
system a slide will be released and inflated.
2 Cargo compartments doors ( 825, 826 )

Forward and aft Cargo Compartment Doors 4 Overwing emergency exits (833, 843, 834, 844). The 2 exits on each side
On the fuselage lower right hand side three cargo doors for belly cargo on and are identical )
off loading are installed. 4 Passenger and crew doors or cabin doors usable as emergency
Forward and aft cargo compartment door exits ( 831, 841, 832, 842 )
- they are none plug type doors. Cabin pressure force will be transfered 4 Doors to give access to the avionic compartments
the latch mechanism. ( 811, 812, 822, 824 )
Bulk cargo compartment door Optional doors: 1 Entrance stairs door ( 813 ) and 1 bulk cargo compartment
door ( 827 )

DOORS A 319 / 320 / 321
GENERAL
52 − 00
A319 / 320 841

A
811
811
812
824
825 822
842
826
B 842
827
(OPTIONAL) 844
832
843
834
841
NOTE: EXITS 833 & 843 NOT ON A319
833
831
Figure 19 A320 Passenger, Crew and Service Doors

DOORS A 319 / 320 / 321
GENERAL
52 − 00
A321 DOORS
In the pressurized area :
2 Cargo compartments doors ( 825, 826 )
4 emergency exits or cabin doors usable as emergency exits
( 833, 843, 834, 844 )
4 Passenger and crew doors or cabin doors usable as emergency
exits ( 831, 841, 832, 842 )
4 Doors to give access to the avionic compartments
( 811, 812, 822, 824 )
Optional doors : 1 Entrance stairs door ( 813 ) and
1 bulk cargo compartment door ( 827 )

DOORS A 319 / 320 / 321
GENERAL
52 − 00
841
A 321
843 A
811
811
823 812
825 824
844
842
842
B
827 826
844
832
834
841 843
833
831
Figure 20 A 321 Passenger, Crew and Service Doors
DOORS A 319 / 320 / 321
GENERAL
52 − 00
SERVICE & MAINTENANCE ACCESS

A 319 / 320 / 321 Service and Maintenance Access
In the unpressurized areas :

1 Accessory compartment access door ( 312AR )
1 APU exhaust access fairing ( 317AL)
1 APU access door ( 315AL )
1 APU access door ( 316AR )
1 Maintenance door ( 314AR )
1 Aft lavatory service door ( 172AR )
1 External power receptacle (( 121AL )
1 FWD potable water service door ( 133AL )
1 MID potable water service door ( 192NB ) (A320 ONLY)
1 Aft potable water service door ( 171AL )
1 FWD cargo compartment door control panel door ( 134AR )
1 Aft cargo compartment door control panel door ( 154AR )
1 HP ground air connector door ( 191DB )
1 Conditioned air ground connector door ( 191CB )
1 Refuel and Defuel panel door ( 192MB )

DOORS A 319 / 320 / 321
GENERAL
52 − 00
A 319 / 320 / 321 134AR
121AL
316AR
133AL
172AR
317AL
154AR
171AL
314AR
315AL 312AR
B A
192NB
191CB
(A320
only)
191DB
192MB
Figure 21 Service and Maintenance Doors / Panels

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
52 - 70 DOOR IND / WARNING

GENERAL
Description
For indication and warnings, all door open / closed and locked positions con- INDICATION AND OPERATION
cerning Passenger / Crew doors, Emergency Exit Hatches, Cargo Doors,
Avionic Compartment Doors are detected by prox sensors. Description
Escape slides armed / disarmed positions are sensed by proximity switches. Door symbol indication displayed on the lower ECAM Display Unit ( DU ).
The signals are sent to the ECAM system, for indication and warnings. - Indications without Warnings :
The door warning system informs the crew, that : Automaticly during flight phase 1 and 10 DOOR page uppears
- doors are open or closed and locked Closed doors ( locked ) displayed in green.
- a person is trying to open a door or emergency exit when the emergency Open doors ( not locked ) symbol and door name uppears in amber.
escape slide is armed, If the escape slide is in ” ARMED ” position a white SLIDE sign will be
- overpressure may exist in the cabin, with the engines shut down and the shown.
emergency escape slide disarmed, when a person tries to open a door.
There is no information on the upper DU E / WD ( engine and warning
display ).
ECAM DOOR PAGE
During all other flight phases DOOR page can be requested by pressing the
DOOR push button.
Description
Passenger / Crew Doors appearing closed on ECAM ( symbol coloured - Indication with Warnings
green ) when locking hook is in locked position and locking shaft stayes in In case of an door / slide fault during flight phase 2, 3, 6 and 9
overcentered position. - automaticly DOOR page been called, door symbol and door / slide
Cargo Compartment Doors appearing closed on ECAM when locking hooks name shown in amber.
and operating handles are in closed and locked position. - On the upper DU ( E / WD ) a warning message
Avionic Compartment Doors appearing closed on ECAM depending only of appears in amber and
there locking hook position. - an SC ( single chime ) aural signal sounds and
- MASTER CAUTION lights comes on.
Escape Slides conditions ( ARMED / DISARMED ) of Passenger / Crew
Doors and Emergency Exits are indicated by a white title “SLIDE“.( armed )
during flight phases 4, 5, 7 and 8, warnings will be suppressed and
Emergency Exit Hatches appearing closed on ECAM when the cover flap is activated when the aircraft passes into a flight phase where warnings
installed. permitted, see above.

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
DOOR/OXY OXY1850 PSI DOOR/OXY OXY1850 PSI

A 320 A 321
AVIONIC AVIONIC
CABIN CABIN SLIDE CABIN

AVIONIC
CARGO
SLIDE EMER
EMER EXIT
SLIDE SLIDE EXIT
BULK
SLIDE SLIDE CABIN
DOOR/OXY OXY1850 PSI A 319

AVIONIC
CARGO
EMER
SLIDE EXIT
FLIGHT PHASE 5 6 7
INHIBITION
1 2 3 4 8 9 10
CABIN
Figure 22 ECAM Door Page

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
52 − 71 DOOR IND. / WARNING

GENERAL
Description
For indication and warnings, all door open / closed and locked positions con-
cerning Passenger / Crew doors, Emergency Exit Hatches, Avionic Compart- Proximity Sensors ( Typical )
ment Doors are detected by prox sensors. The signals are sent to SDAC’s and
FWC’s of ECAM system directly. Cargo door position signals are sent to the
LGCIU#1 by prox sensors and been transfered from the LGCIU#1 to the
FWC‘ s and SDAC’s using ARINC 429 busses.
PROXIMITY SW. WITH PROXIMITY SW. WITH
Escape slides armed / disarmed positions are sensed by proximity switches. BUILT - IN ELECTRONIC SEPARATED ELECTRONIC
The signals are sent to the ECAM system, for indication and warnings. SYSTEM SYSTEM
The door warning system informs the crew, that :
- doors are open or closed and locked
- a person is trying to open a door or emergency exit when the emergency
escape slide is armed,
- overpressure may exist in the cabin, with the engines shut down and the
emergency escape slide disarmed.
TARGET

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
Door Warning Schematic ECAM

DU 1
ECAM
DU 2
ECAM CP
CAUTION DMC DMC DMC CAUTION

1 2 3
FWC SDAC SDAC FWC

1 1 2 2
CFDU
LGCIU 1
DOOR RH AVIONICS
DOOR AFT AVIONICS

DOOR LH AVIONICS
DOOR FWD AVIONICS
DOOR FWD LH CABIN
DOOR AFT LH CABIN
DOOR FWD RH CABIN
DOOR AFT RH CABIN
PROX SW HANDLE, FWD CARGO COMP DOOR
DOOR FWD LH EMER EXIT
PROX SW FRAME, FWD CARGO COMP DOOR DOOR AFT LH EMER EXIT
PROX SW HANDLE, AFT CARGO COMP DOOR DOOR FWD RH EMER EXIT
DOOR AFT RH EMER EXIT
PROX SW FRAME, AFT CARGO COMP DOOR DOOR 2ND AFT CARGO
Figure 23 A320 Door Warning − Schematic

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 10
52 − 10 PASSENGER / CREW DOORS

GENERAL 3 Visual Locking Indicator
Description Is mechanically connected to the locking mechanism to show if the door is

closed and locked ” LOCKED ” in green, or not closed and locked
The aircraft ist provided with four type 1 passenger / crew doors, two on the left ” UNLOCKED ” in red.
side and two on the right side of the fuselage.
The doors are of the fail safe plug type construction. During the unlock phase
4 Emergency Control Handle
the doors move lightly inwards then upwards, they open outwards and move
forwards parallel to the fuselage. Has two positions “ARMED“ and “DISARMED“. It is locked in disarmed, when
The closed door locking mechanism is controlled either with inner or outer the door is open.The emergency control handle is lokated far from the inner
control handle. In open position a door stay mechanism latches the door for control handle
safety reason. ARMED : When the door is unlocked with the inner control handle and
All Passenger / Crew doors include an evacuation system. Which are escape moved upwards a gas bottle will be triggered and the door
slide or slide / raft equipment and with a releas mechanism. damper and ermergeny operation cylinder be filled with
The escape slide or slide / raft is controlled by an arming / disarming lever nitrogenium gas and the door swings outwards.
on the inner side. When the door is opened from the outside the escape slide A girt bar, connected to the slide, is locked to the floor fittings.
or slide / raft release mechanism is disarmed automatically. When the door is opened with the outer control handle,
The door seal, installed on the inner side of the door outer skin, will be inflated the emergrency control handle will be placed to disarmed posi
by cabin air pressure to form a pressure tight seal to the fuselage when the tion. To open the door with the inner control handle normally,
door is closed and the cabin is pressurized. the emergency control handle has to be placed to”DIS
Because all type 1 doors are similar, except for their geometry, this description ARMED”, otherwise the door opens automaticly after lifting of
is general and valid for all type 1 doors. the door and the escape slide will be released and inflated.
DISARMED : The girt bar is withdrawn by the slide container. When the door
PASSENGER & CREW DOORS CONTROLS is unlocked by the inner or outer control handle, and opened,
the damper and ermergeny operation cylinder acts as a
1 Outer Control Handle damper and the door opens normally until the door stay mech
anism catches the support arm and holds open the door safely.
This handle allows the door to unlock and open and vise versa to close and
lock the door. The inner control handle follows the outer handle movement. NOTE: At Lufthansa position „ARMED“ is named „FLIGHT“, position
If the Emergency Control Handle stays in ” ARMED ” position and the door „DISAMED“ is named „PARK“.
outer handle unlocks the door, the Emergency control Handle moves to
” DISARMED ” position first. 5 Release Button
To close the door, the release button of the door stay mechanism has to be
2 Inner Control Handle pressed to unlatch the hold open mechanism.
Operates the locking mechanism and movement of the door. When the handle
is moved to ” OPEN ” position, the locking shaft and the locking hook are 6 Emergency Escape Slide
withdrawn and moved inwards and down. The whole door panel is lifted.
All Passenger / Crew Doors are equiped with Emergency Escape Slides,
stored in a door mounted container.

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 10
1 Outer Control Handle Passenger Door Inside Passenger Door Sideview
GREEN COLOR 3
4

D
5
A
2
Figure 24 Passenger / Crew Door

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 - 10
ATA52 - 10 PASSENGER DOORS

PAX-DOOROPERATION
Precautions / Warnings Door closing from the inside
WARNING : Do not operate the door control handles inside or outsite if the Push the release button of the door stay mechanism, to open the latch
red cabin pressure warning light in the door window is flashing : mechanism
In that case there is a cabin overpressure of more than 2.5 mb Pull and turn the door to the closed position
( 0.037 psig ) Pull and turn the inner control handle to the locked position, following
Residual pressure could cause the door to open with a sudden sequence starts :
force and injure persons and / or damage the aircraft. - Lowering of the door
Do not go near or open pressure sealed doors when the aircraft - Locking of the door
is pressurized. If you do you will cause explosive decompression, - For the visual locking indicator a green mark „LOCKED“ appears; and
kill or injury to persons and cause damage to the aircraft. the DOOR is closed and locked.
Do not open the passenger / crew door if the wind speed is more
than 65 knots.
CAUTION : Do not use the the inner control handle to push / pull the door. Door opening from the outside
Use the inner control handle only to LOCK / UNLOCK the door. Push the outer flap panel to grasp the outer control handle
If you use this handle to push / pull the door, you can cause Lift the handle to the green line
damage to the interlock mechanism hook. - Door will be unlocked and lifted
Pull and swing the door to the full open position until the stay open mecha−
nism snaps in.
Door opening from the inside ( normal mode ) NOTE: If the Emergency control handle stays in the ” ARMED ” position,
The emergency handle must be in ” Disarmed ”, position. through the movement of the outer control handle he will be reposi−
NOTE: If the inner control handle been turned with the emerg. contr.handle in tioned to ” DISARMED ” position first.
” Armed ” position a white warning light in the window will illuminate.
( If a buzzer is installed (optional), it will horn for 10 seconds.)
Pulling off the inner control handle from its stow position and turn the han Door closing from the outside
dle until the stop position, following sequence starsts : Push the release button of the door stay mechanism, to open the latch
The green, LOCKED, visual indicator disapears and the red, UNLOCK mechanism
ED sign is visual. Pull and turn the door to the closed position
The door been unlocked and lifted, high enough to pass the stop fittings. Pull and turn the outer control handle down to th closed position
Use the assist handle and manually push the door outwards.The door turns - The handle will be stowed
forward until she snaps in to the door stay mechanism. - The door will lowered and
The force to lift the door has to be less than 16 daN ( 15.7 Kg ). - locked
If there is no access platform / staircase in front of the door, put the safety Make shure the handle is flash with the door contour. INFO: The ermer
barrier in position in the door frame. gency control handle remains in ” DISARMED” position.

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 - 10
Passenger / Crew Door ( Inside )
WINDOW
WHITE LIGHT ILLUMINATES IF INNER CONTROLHANDLE IS

OPERATED WHEN SLIDE IS ARMED
THE SLIDE ARMED INDICATION APPEARS
DOOR LOCKED / IN BLACK
UNLOCKED IND. CABIN SLIDE
PRESSURE ARMED
RED LIGHT FLASHES WHEN BOTH ENGINES STOPPED, THE

DISARMED SLIDES ARE DISARMED AND THE CABIN DIFFERENTIAL
D PRESSURE IS ABOVE 2.5 m BAR ( or hPa )
OPENING
THE LIGHT IS ALSO VISIBLE FROM THE OUTSIDE
THROUGH THE WINDOW
2
A 1 INSIDE DOOR CONTROL HANDLE
ARMED
Opening Inside / Outside Emergency Control Handle

SAFETY PIN (installed
1 in disarmed position)
( PARK )
DISARMED
DISARMED
OUTWARD
OPENING
INWARD
OPENING
ESCAPE
SLIDE
ARMED 2
( FLIGHT )
Figure 25 Passenger / Crew Door Operation

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
52 − 11 PASSENGER / CREW DOORS

DOOR MECHANISM
Description
Two mechanism inside the door structure controls the locking of the door and Emergency Escape Slide Release Mechanism
the evacuation system. The emergency escape slide is installed on the bottom of the door. The slide is
fastened to a girt bar. This girt bar can be locked by means of levers and fit-
Door Locking Mechanism
tings.
The door is locked by a hook. The hook is connected by a rod and bellcrank to Either to the fuselage in the emergency ( ARMED ) mode or
the locking shaft, which is locked in an overcentered position. An arm on the to the door in the normal ( DISARMED ) mode.
locking shaft forms the visual locking indicator. A spring rod maintains the over-
The girt bar is moved via a push pull cable.
centerd position. In addition, a safety pin is provided to prevent any movement
As well a lever is moved under the percussion lever of the damper / emer-
of the door which would result from a double mechanical failure in the locking
gency cylinder in position „ARMED“.
mechanism and the lifting mechanism.
The lifting lever ( lower connection link ) lifts the door. The door moves up- When the outer control handle is operated, the release mechanism of the
wards until it clears the stop fittings and then moves outwards. emergency escape slide returns to DISARMED position first.
An adjustable torsion bar spring compensates for the weight of the door. A locking unit, connected to the locking shaft, locks the emergency escape
The door inner and outer control handles operates the door locking mechanism slide release mechanism in the disarmed position when the door is not fully
The shafts of these handles are coupled so that the outer control handle does closed and locked.
not move when the door is lifted with inner control handle A visual indicator, installed at the forward end of the girt bar, used to see if the
A lowering shaft acts via a rod on a locking hook and locks the gearbox with girt bar is attached to the floor. The indicator can be checked on olderly version
the door open through a escape cover window, newerly version have a floor mark.
It is not possible to lower the door when it is in the open position out of its One proximity sensor is installed in the door to check the armed / disarmed
frame. position. In armed position it is the white word “SLIDE“ indicated on ECAM /
DOORPAGE.
Door Indication (elec.)
Two proximity sensors are installed for door open/closed indication. One prox-
imity sensor is installed in the door frame, and is checking the position of the
locking hook. An other proximity sensor is installed in the door, and is checking
the position of the lockshaft. Both are necessary for door indication on ECAM /
DOORPAGE, where the door symbol apears in „( GREEN ), and for door warn-
ing.
FRA US / T sh 01.02.01 Page: 52

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
LOCKING HOOK
LOCKING SHAFT VISUAL DOOR

LOCK UNLOCK
INDICATOR
LOCKING UNIT
LOWERING SHAFT FWD

DOOR SHOWN
( OTHER TYPE ONE
DOORS SIMILAR )
EMERGENCY CONTROL
HANDLE
Gear Box GEAR BOX

DISARMING
MECHANISM
EMERGENCY OPERATION
ACTUATOR CYLINDER
LIFTING LEVER
GEAR BOX
OUTER
CONTROL TORSION BAR
HANDLE
INNER GIRT BAR

CONTROL
HANDLE
Figure 26 Control Mechanism Passenger / Crew Doors

FRA US / T sh 01.02.01 Page: 53
DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
DOOR SUSPENSION
When the door is in the up position it moves outwards parallel to the fuselage.
The door is supported by a support arm and maintained parallel to the fuselage
by a guide arms.
The door is attached to the support arm by means of upper and lower connect-
ing links. The lower connecting link is the lifting lever.
A door stay mechanism, installed in the support arm, locks the door in the fully
open position.
Door Stops Description

14 adjustable door stop fittings and their corresponding fittings on the fuselage
frame, transfer the loads resulting from cabin pressure to the aircraft structure.
Door Seal
The door seal is one assy and installed around the door panel. It is blowen up
by cabin pressure.
FRA US / T sh 01.02.01 Page: 54

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
Door Suspension Door Stop ( Typical )
GUIDE ARMS
ADJUSTABLE STOP
ADJUSTABLE STOP
( DOOR )
FUSELAGE
DOOR STOP
FITTING
( DOOR FRAME )
UPPER CONNECTION LINK
DOOR
FRAME
STOP
FITTING
SUPPORT ARM
LOWER CONNECTION
LINK DOOR SEAL
( LIFTING LEVER )
Figure 27 Door Suspension

FRA US / T sh 01.02.01 Page: 55
DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
DAMPER ACTUATOR / EMERGENCY CYLINDER

The damper and emergency cylinder, installed on the support arm, damps door
movement during opening / closing especially under abnormal conditions
( heavy wind ). Damping is effected by hydraulic fluid flowing from one chamber
to an another chamber within the actuator through a restrictor.
The damper and emergency cylinder is also an emergency actuator and as-
sists the opening of the door in an emergency condition (emergency control
lever in ARMED position). This is effected by a chargeable gas cylinder. The
gas which operates the actuator ( cylinder ) is released when the door moves
upward, cause the pivoting stop lever to actuate the gas release lever ( per-
cussion mechanism ), if the slide release system is armed.( ARMED ) position.
The nitrogen bottle ( cylinder ) is filled with 120 bar ( 1.750 psig ). On a gage
can this pressure be checked, and be refilled if necassary.
In case of emergency the door will be opened in 2 to 3 sec.
NOTE : After an emergency operation it is madatory to change the diaphragm,

recharge the nitrogen and replace the shear pin. Please observe all
debris of the diaphragm must be removed.
The damping function is automatic at the end of the door travel ( door open ).
It is possible to close the door again after a complete emergency opening.
Due to maintenance reason a safety pin has to be inserted for an uncontrolled
system activation.
WARNING : For safety reason during maintenance there has to be :
Safety pin inserted to avoid an uncontrolled activation of
the percussion system.
Release lever moved to maintenance position.
Optionaly nitrogen pressure from damper / actuator system and of escape

slide inflation reservoir can be checked at the CIDS ( cabin intercommunica-
tion system ).
FRA US / T sh 01.02.01 Page: 56

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
Damper / Actuator
READING GAGE AND

DAMPER / ACTUATOR AND LOW PRESS SW
EMERGENCY OPERATION
CYLINDER
NYTROGENC CYLINDER
FILLING VALVE
Lever Shown in
Activ Position
Percussion Mechanism
RELEASE LEVER
Lever Shown in
Maintenance Position PUNCHING STIKER
SHEAR PIN
SAFETY PIN
DIAPHRAGM DAMPER / ACTUATOR
Figure 28 Damper Actuator / Emergency Cylinder

FRA US / T sh 01.02.01 Page: 57
DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
EMERGENCY ESCAPE SLIDE RELEASE MECHANISM

The emergency escape slide is installed on the bottom of the door. The slide is
fastened to a girt bar. This girt bar can be locked by means of levers and fit-
tings.
Either to the fuselage in the emergency ( ARMED ) mode or
to the door in the normal ( DISARMED ) mode.
The girt bar is moved via a push pull cable.
When the outer control handle is operated, the release mechanism of the
emergency escape slide returns to DISARMED position first. A lever is moved
under the percussion lever of the damper/emergency cylinder in position
„ARMED“. A locking unit, connected to the locking shaft, locks the emergency
escape slide release mechanism in disarmed position when the door is not fully
closed and locked.
Indication
A visual indicator, installed at the forward end of the girt bar, used to see if the
girt bar is attached to the floor. The indicator can be checked on olderly version
through a escape cover window, newerly version have a floor mark. The emer-
gency control handle in ” ARMED ” position a proximity switch is activated for
the ECAM SYSTEM, where SLIDE in white appears on the door page.
FRA US / T sh 01.02.01 Page: 58

DOORS A 319 / 320 / 321
PASSENGER / CREW
52 − 11
Girt Bar Visuel Pos. Indicator

ARMED POS
ESCAPE SLIDE
CONTAINER
FWD
ESCAPE SLIDE INDICATOR
CONTAINER PLATE
GIRT BAR
EMERGENCY CONTROL
HANDLE
DISARMING MECHANISM
VISUELL INDICATOR CABIN FLOOR
DISARMED POS
ESCAPE SLIDE
CONTAINER
ESCAPE SLIDE
CONTAINER INDICATOR
PLATE
GIRT BAR
GIRT BAR
VISUAL POS.
CABIN FLOOR
INDICATOR
VISUELL INDICATOR
GIRT BAR
Figure 29 Emergency Slide Release Mechanism

FRA US / T sh 01.02.01 Page: 59
DOORS A319 / 320 /321
EMERGENCY EXITS
52 - 20
52 − 20 EMERGENCY EXITS
EMERGENCY EXITS GENERAL
General
In case of emergency to evacuate the passengers and crews, the cabin atten-
dants can unlock the two FWD and AFT Passenger / Crew Doors manually.
The Passenger / Crew Doors open pneumatically.This operation releases and
inflates the related escape slide on each door automatically.
Additional there are :
- A 319 2 overwing emergency exit hatches, one on each side.
- A 320 4 overwing emergency exit hatches, two on each side.
- A 321 4 additional Passenger Crew / Emergency Doors
In the cockpit there are two sliding windows as the emergency exits for the pi-
lots.
FRA US/T SeG 01.07.02. Page: 60

DOORS A319 / 320 /321
EMERGENCY EXITS
52 - 20
A319 / 320 Shown ( For A321 see Pax / Crew Doors )
Escape Slide Arrangement Double Lane Offwing Slide ( Typical )

A 32“ x 73“ EXIT WITH SINGLE LANE
SLIDE or SLIDE RAFT
B TYPE lll OVERWING EXITS 20“ x 40“
C DOUBLE LANE SLIDE
D SLIDING WINDOW
A A
D
C
A A
Figure 30 A319 / A320 Emergency Hatches

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
EMERGENCY EXIT HATCHES A319 / A320 Take the lower handle of the lining with your free hand and pull the emergency
exit hatch from the recess. The hook brackets disengage from their pivot fit-
Description tings. Lift the emergency exit hatch and pull it away from the opening.
Passengers / Crew can open the overwing emergency exit hatches manually.
The release lever operates the slide release mechanism which inflates
This operation releases and inflates the related off − wing escape slides in the
the emergency escape slide.
wing to fuselage fairing. The emergency exit hatches are also of plug type
construction. All exits have the same construction and function beside of LH /
RH istallation. They can be opened from in− and outside.
In a fuselage compartment close to the wing trailing edge, two double row es-
cape slides are installed to give a way for passenger standing on the wing. Removal of the Emergency Exit Hatch from the Outside in ARMED mode
The escape slide will be activated on that fuselage side where the first exit Push the flush panel of the hatch control handle to the inside of the handle
hatch been opened. frame.
It exists a mechanical connection between the emergency exit hatches and the This operation moves the handle down and releases the locking hooks. The
release mechanism of the escape slides. The system is normaly in armed posi- handle moves the main cover flap to the open position.
tion. Because of the shape of the emergency exit hatch, it falls into the cabin when
In every emergency exit fuselage frame a red manual inflation handle can be the flush panel is pushed.
used to release and inflate the escape slide, when the auto activation has re-
fused. Access to the red handle is possible when the exit hatch is removed. Push the emergency exit hatch away from the opening into the cabin.
The release lever operates the slide release mechanism which inflates
Removal of the Emergency Exit Hatch from the inside in ARMED mode the emergency escape slide.
To get access to the hatch control handle, pull down the cover flap from the
recess. When the cover flap is opened, a proximity switch is operated and
gives two different warning signals.
One signal is sent to the ECAM system to make the MASTER CAUTION
LIGHT on.
The other signal is sent to a visual warning in the cabin, to tells the attendants
that one of the emergency exit hatches is not correctly closed.
Pull the hatch control handle down by means of the pull lever and hold the
emergency exit hatch in position. This causes the spring−loaded linkage to fall
down and engage the special bolt of the hatch control handle to block it.
Because of the shape of the emergency exit hatch, it will fall into the cabin if
you do not hold it.
Carefully let the top of the hatch fall to the inner side so that it comes clear of
the structure.

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
Emergency Exit Hatches A319 / 320

A
RELEASE LEVER
OF ESCAPE-SLIDE
MANUAL INFLATION RELEASE
HANDLE MECHANISM
A CONTROL HANDLE
A
SLIDE ARMED
WARNING LIGHT
COVER FLAP
COVER FLAP
EMERGENCY EXIT HATCH
Figure 31 A319 / A320 Emergency Exit Hatches

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
LOCKING MECHANISM OF EXIT HATCHES The operation of the hatch control handle pull lever disengages the locking
hooks from the upper roller fittings. Because of the shape of the emergency
Description exit hatch, it will fall into the cabin if you do not hold it.
The essential parts of the locking mechanism are : Carefully let the top of the hatch fall to the inner side so that it comes clear of
- the locking shaft unit and the structure. When the emergency exit hatch moves inboard, the latch pin
- the hatch control handle. goes free of the escape slide mechanism release lever.
These parts are installed in the upper part of the exit hatch Take the lower handle of the lining with your free hand and pull the emergency
The locking shaft unit includes the locking shaft with two locking hooks. exit hatch from the recess. The hook brackets disengage from their pivot fit-
These hooks locks the exit hatch on to roller fittings in the exit hatch frame. tings.
A rod connects the control handle with the locking shaft unit. Lift the emergency exit hatch and pull it away from the opening.
Two safety springs keeps the control handle in up position ( locked ). After For safety, install a RIGGING PIN in the provision of the hatch frame. This pre-
opening of the hatch a back lock lever keeps the handle in lower position. vents an accidental operation of the escape slide.
The hatch control handle exists of pull lever and flush panel. If the handle pull
lever moves downwards, the flush panel remains. If the flush panel is operated, Installation of the Emergency Exit Hatch
the handle pull lever moves donwards and the locking shaft turns
Make sure that the latch pin of the slide release mechanism is in the DIS-
Indication and control of the release mechanism ARMED position. If installed, remove the RIGGING PIN from the hatch frame.
ARMED and DISARMED position of every latch pin are monitored by an prox- Take the emergency exit hatch and set it with the hook brackets on their pivot
imity switch and displayed on ECAM. If the latch pin is retracted, the proximity fitting. Push the bottom of the hatch into the opening so that the hook brackets
switch sends a signal to the ECAM. engage in the pivot fitting.
To prevent accidental operation of the hatch locking mechanism, the release Make sure that the lip of the hatch seal is not caught in the pivot fitting. Push
warning system gives two different warning signals. One signal is sent to the the top of the hatch into the opening so that the stop profiles touch the hatch
ECAM system and the other gives a visual warning in the cabin frame.
Removal of the Emergency Exit Hatch from the inside in MAINTENANCE Hold the emergency exit hatch in this position until it is correctly locked. Lift the
mode spring−loaded back lock lever to release the blockage of the pull lever. Then
push the pull lever up until it is above the overcenter position.
INFO : Only if the latch pin is in DISARMED position, the exit hatch can be
opened safely without releasing and inflate the escape slide. This operation turns the locking shaft unit and the locking hooks engage in the
Make certain before opening of the emegency hatch, that the SAFETY PIN of upper roller fittings. Make sure that the emergency exit hatch is in the correct
the inflation reservoir is installed. ( Aft cargo compartment ) position and correctly locked.
Lock the latch pin of the slide release mechanism in ARMED position ( the re-
lated SLIDE ARMED light comes on ).Install the cover flap of the latch control
For the maintenance procedure only, open the cover flap to get access to the handle ( the SLIDE ARMED light goes off )
head of the latch pin. To release the latch pin, turn it a quarter turn counter-
clockwise. The spring of the latch pin extends and causes the latch pin to re-
tract to the DISARMED position. Remove the SAFETY PIN from the Inflation Reservoir and close the Reservoir
Pull the lever of the hatch control handle down and hold the emergency exit in access panel.
position. This causes the spring−loaded back lock lever to fall down and en-
gage the special bolt of the pull lever and blocks it.

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
Locking Mechanism Inflation Reservoir ( AFT Cargo Compartment )

RELEASE LEVER
( WITH RIGGING HOLE )
LOCKING HOOK
STA 21895 FR48
LATCH PIN
GUIDING FITTING
Hatch Control Handle

SAFETY PIN
FLUSH PANEL
( OUTSIDE )
BACK LOCK
LEVER VALVE / REGULATOR
ASSEMBLY
CONTR. HANDLE
PULL LEVER
Figure 32 A319 / A320 Emergency Exit Hatches

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
SLIDE RELEASE MECHANISM
MANUAL RELEASE HANDLE

RELEASE LEVER
MANUAL RELEASE HANDLE

RELEASE LEVER

DOORS A 319 / 320
EMERGENCY EXITS
52 - 20
Test Tool / Flexible Control Cable
COLLET
RELEASE CABLE
A Inflation Reservoir Connection COLLET

KNURLED SLEEVE
BLANKING CAP
CURSOR
Figure 33 A319 / A320 Flex. Ctr. Cable Test Tool

DOORS A 319A321
/ 320
EMERGENCY EXITS
52 - 20
EMERGENCY EXIT DOORS A321

Description
The aircraft ist provided with four type 1 emergency exit doors, two on the left
side and two on the right side of the fuselage. The forward left door is higher
than the other ones, and can be used as passenger door.
The doors are of the fail safe plug type construction. During the unlock phase
the doors move lightly inwards then upwards, they open outwards and move
forwards parallel to the fuselage.
The closed door locking mechanism is controlled either with inner or outer
control handle. In open position a door stay mechanism latches the door for
safety reason.
All emergency exit doors include an evacuation system. Which consists of a
slide equipment and a releas mechanism. All this evacuation equipment is not
installed on the door. See ATA 25
The escape slide is controlled by an emergency control handle on the inner
side. When the door is opened from the outside the escape slide release mech-
anism is disarmed automatically.
The door seal, installed on the inner side of the door outer skin, will be inflated
by cabin air pressure to form a pressure tight seal to the fuselage when the
door is closed and the cabin is pressurized.
Two proximity switches observe the emergency exit door position and on
ECAM the position can be checked. One proximity switch observe the emer-
gency control handle position and on ECAM the position can be checked.

DOORS A 319A321
/ 320
EMERGENCY EXITS
52 - 20
Emergency Exit Door ( MID LH Door shown )

B INFLATION RESERVOIR
OVERHEAD
STOWAGE
COMPARTMENT OPERATION VALVE
SLIDE RELEASE
A MECHANISM
A
SUPPORT ARM
SLIDE RELEASE
LEVER
Figure 34 A321 Emergency Exit Doors

DOORS A 319 / 320 / 321
DOOR IND. - WARNING
52 − 71
52 − 71 DOOR IND. / WARNING

PROXIMITY SWITCHES ON PAX. / CREW DOORS, EMER-
GENCY DOORS (A321) AND AVIONIC DOORS
General
Discret signals from Passenger / Crew Doors, Emergency Exits, Avionic
Compartment Doors and Bulk Cargo Compartment Doors are sent to the
ECAM system.
Proximity switches with integrated electrocnic are installed on following doors:
- Passenger / Crew Doors
- Emergency Exits
- Avionic Compartment Doors
- Bulk Cargo Compartment Door
OPTIONAL : the door of the entrance stair
This door signals going directly to the SDAC‘s and FWC’s
Proximity switches without integrated electronics, because of the environmental

conditions ( pollution, no pressurization ), installed on :
- FWD Cargo Compartment Door and
- Aft Cargo Compartment Door
This door signals are transfered via LGCIU 1 to the SDAC‘s.

DOORS A 319 / 320 / 321
DOOR IND. - WARNING
52 − 71
Prox. Switch Location Door Indication ( Typical ) Prox Sw. Location Slide Armed Indication ( Typical )
TARGET PROXIMITY
PROXIMITY ( DOOR LOCKED
POSITION )
SWITCH
SWITCH
SLIDE
EMERG. CTR. ARMED
HANDLE SHAFT
PROXIMITY
SWITCH LOCKING
SHAFT TARGET
TARGET
SLIDE DISARMED
DOOR
CLOSED
AND
LOCKED
DOOR OPEN
TARGET
Figure 35 Passenger / Crew Door Switches

DOORS A 319 / 320A321
/ 321
DOOR IND. - WARNING
52 − 71
Prox. Switch Location Door Indication ( Typical )

TARGET
( DOOR LOCKED
POSITION )
TARGET
Prox Sw. Location Slide Armed Indication ( Typical )
SLIDE
ARMED
SLIDE DISARMED
Figure 36 A321 Emergency Exit Doors

DOORS A 319 / 320 / 321
DOOR IND. - WARNING
52 − 71
Avionic Compartment Doors Locations
824
822
811
812
Avionic Compartment Door SW. Mechanism ( Typical ) Avionic Compartment Door SW. Mechanism ( Typical )
( Target shown in Door CLOSED Position ) ( Target shown in Door OPEN Position )
DOOR LATCH PIN

TARGET
FRAME
PROXIMITY SWITCH SW MOUNTING

FITTING TARGET
PROXIMITY SWITCH
Figure 37 Avionic Compartment Doors Switches

DOORS A319 / 320 / 321
DOOR WARN. LIGHTS
52 - 70
CABIN OVERPRESSURE WARNING LIGHT

Description
A red Cabin Overpressure Warning Light in the windows of the passenger /
crew doors indicates (flashing) a cabin residual pressure when engine been
cutoff, and the emergency control handle stays in DISARMED position. All
passenger / crew doors and emergency doors on A321 aircrafts are equiped
with this light.
Tree conditions must be fullfilled to warn the door operator for cabin residual-
pressure, so that the red light is flashing:
- Escape slide in DISARMED position
- Both engine been cutoff ( engine low oil pressure )
- Pressure switch 14WM detects an cabin residual pressure of 2.5 hPa
( 2.5 mb or 0.037 psid ) for more than 5 sec.
In case of emergency ( escape slide in armed ) and the door will be opened,
is the warning suppressed, on ECAM that certain door symbol change to am-
ber.

DOORS A319 / 320 / 321
DOOR WARN. LIGHTS
52 - 70
Cabin Overpressure Warning Logic Warning Light Location
WINDOW
WHITE LIGHT
ENGINE 1
LOW OIL PRESSURE
AND
ENGINE 2
LOW OIL PRESSURE
EMERGENCY CONTROL HANDLE

IN DISARM ( PARK ) POSITION CABIN
AND
PRESSURE
p > 2.5 mbar
CABIN SLIDE
PRESSURE ARMED
301 PP
OR
702PP
RED LIGHT
INSIDE CONTROL HANDLE
Figure 38 Cabin Overpressure Warning Light Logic

DOORS A319 / 320 / 321
DOOR WARN. LIGHTS
52 - 70
SLIDE ARMED LIGHT

Description
A white Slide Armed Light in the windows of the passenger / crew doors indi-
cates the emergency control handle stays in ARMED position and the door
control handle is not closed anymore. All passenger / crew doors and emer-
gency doors on A321 aircrafts are equiped with this light. Two conditions must
be fullfilled to warn the door operator for activating the slide by a white light on:
- Escape slide in ARMED position
- Door control handle not closed
In case of emergency ( escape slide in armed ) and the door will be opened,
this light will be ignored.

DOORS A319 / 320 / 321
DOOR WARN. LIGHTS
52 - 70
Slide ARMED Warning Light Logic Warning Light Location
301 PP
OR SLIDE
702PP ARMED
WINDOW
WHITE LIGHT
SLIDE
ARMED
SLIDE DISARMED
SIDE ARMED SIGNAL

( FLIGHT ) AND
CABIN SLIDE
DOOR PRESSURE ARMED
CLOSED
DOOR
DOOR AND POSITION WARNING HORN
OPEN
( OPTIONAL )
DOOR
LOCKED
RED LIGHT
INSIDE CONTROL HANDLE
Figure 39 Slide ARMED Warning Light Logic

DOORS A 319 / 320
EMERGENCY EXIT HATCH WARNINGS
52 − 70
EMERGENCY EXIT WARNING LIGHT
Emergency Exit Hatches Indication Logic ( A320 shown )
COVER FLAP DOOR/OXY OXY 1850 PSI

OPEN
AVIONIC
LATCH PIN
ARMED CABIN
OR AVIONIC
CARGO
EMER EMER
SLIDE SLIDE
EXIT EXIT
AND BULK
SLIDE
LATCH PIN
ARMED
COVER FLAP
OPEN

DOORS A 319 / 320
52 − 70
SLIDE ARMED Indicator Light Logic ( A320 shown )
301 PP
OR
702 PP
COVER FLAP
OPEN AND
LATCH PIN
ARMED
AND SLIDE
OR ARMED
COVER FLAP
OPEN AND
LATCH PIN
ARMED
WHITE ” SLIDE ARMED ”

INDICATOR LIGHT
Figure 40 SLIDE ARMED Indicator Light

DOORS A 319 / 320
52 − 70
Cover Flap Sensor
SENSOR
TARGET
Latch Pin Sensor
LATCH PIN ARMED
LATCH PIN DISARMED
SENSOR
Figure 41 Emergency Exit Hatch Switches

DOORS A 319 / 320
52 − 70
THIS PAGE INTENTIONALLY LEFT BLANK


DOORS A 319 / A 320 / A 321
CARGO COMPTM. DOORS
52 - 30
52 - 30 CARGO DOORS
GENERAL The electrical door control system starts the electric pump of the Yellow
hydraulic system which pressurizes the door hydraulic system. The door hy-
A 320 / 321 Description draulic system operates the duplex door actuators to open or close the FWD
There are three cargo compartment doors on the right side of the lower fuse- cargo − compartment door. If there is an electrical failure, it is possible to oper-
lage. They are referred to as FWD, AFT and BULK cargo − compartment ate the FWD cargo−compartment door with the handpump. The pressurization
doorsand give access to the related cargo compartment. of the door hydraulic system does not occur when the locking mechanism is in
The FWD and AFT cargo−compartment doors are equivalent but they are not the locked condition.
interchangeable because of different electrical designations. They have a If the FWD cargo−compartment door is not correctly closed, an electrical circuit
manual locking mechanism and open hydraulically away from the aircraft. It is sends a signal to the door warning system. This signal comes to the Electronic
only possible to open or close the FWD- and AFT-cargo−compartment doors Centralized Aircraft Monitoring ( ECAM ) system and the MASTER CAUTION
from the outer side. lights in the cockpit come on.
The bulk-cargo-compartment-door also has a manual locking mechanism. It AFT Cargo−Compartment Door ( Zone 826 )
opens manually into the bulk-cargo-compartment and upwards. It is possible to
The AFT cargo−compartment door is installed on the right side of the lower
open or close it from both inner and outer sides. This door is optional.
fuselage between FR52A and FR56. For more details refer to the subsequent
A 319 Description chapters :
There are two cargo compartment doors on the right side of the lower fuselage. - AFT Cargo−Comparment Door
They are referred to as FWD and AFT cargo−compartment doors and give - Electrical Door Control System
access to the related cargo compartment. - Door Hydraulic System
The FWD and AFT cargo − compartment doors are equivalent but they are not The AFT cargo − compartment door is almost the same as the FWD cargo −
interchangeable because of different structural design. They have a manual compartmen door.
locking mechanism and open hydraulically away from the aircraft. It is only pos-
sible to open or close the FWD and AFT cargo − compartment doors from the BULK Cargo−Compartment Door A320/A321 only ( Zone 827 )
outer side. The BULK cargo−compartment door is installed on the right side of the lower
fuselage between FR60 and FR62. For more details refer to the subsequent
FWD Cargo−Compartment Door ( Zone 825 ) chapters :
The FWD cargo − compartment door is installed on the right side of the lower - BULK Cargo − Comparment Door
fuselage between FR24A and FR28. For more details refer to the subsequent The BULK cargo−compartment door is a plug−type door which is made of
chapters : aluminum alloy components.
- FWD Cargo−Comparment Door The operation of the control handle releases the locking mechanism of the
- Electrical Door Control System BULK cargo−compartment door. To open or close the BULK cargo − compart-
- Door Hydraulic System ment door, move it up or down manually.
The FWD cargo−compartment door is made of sheet metal and machined An electrical circuit sends a signal to the door warning system when the BULK
parts. It is torsion − resistant and safe to operate at wind speeds up to 60 cargo door is not correctly closed. This signal comes to the ECAM system and
knots. the MASTER CAUTION lights in the cockpit come on.
A manually operated locking mechanism is installed internally to keep the FWD
cargo−compartment door in the closed position.
FRA US / T SeG 01.07.02. Page: 82

DOORS A 319 / A 320 / A 321
CARGO COMPTM. DOORS
52 - 30
FWD CARGO − COMPARTMENT DOOR
AFT CARGO − COMPARTMENT DOOR
BULK CARGO − COMPARTMENT DOOR ( OPTIONAL )

Figure 42 Cargo Compartm. Doors

FRA US / T SeG 01.07.02. Page: 83
DOORS A319 / 320 / 321
CARGO DOOR MECHANISM
52 - 30
CARGO COMPARTMENT DOORS ( CONFIG 1 ) The external indications which show that a cargo door is not correctly locked
and latched are:
Description and Operation - the vent door stays in open position,
( FWD Door described, AFT Door is similar ) - the locking handle stays away from the outer contour of the cargo door,
The FWD cargo−compartment door ( zone 825 ) opens hydraulically to the - the red mark of each safety cam is in view through the indication windows.
outer side and give access to the FWD cargo compartment. It is possible to The AFT cargo door has one fairing more attached to the outer skin.
operate the cargo door at wind speeds up to 60 knots.
The cargo door has a manually operated locking and safety mechanism which
keeps it in the closed position and locks it. Door Structure
The door − to − fuselage connection is of piano hinges and 6 locking hooks The primary structure has vertical and horizontal edge members, fairings, longi-
which transmits the load of the cargo door to the fuselage. tudinal beams, frames, and an inner and outer skin. These formed and milled
The locking hooks of the manually operated locking mechanism keep each components are made from aluminum alloy and riveted together with a sealant
cargo door in the closed position. The cams of the safety mechanism engage compound to make a corrosion − resistant cargo door. The sealant compound
with the locking hooks when the cargo doors are correctly locked. between the skin and the edge members makes sure that the primary structure
When the cargo doors are locked, the door seal makes the related cargo is pressure − tight.
compartment pressure−tight. To balance the difference in pressure on the To prevent corrosion, all components have a surface protection of chromic acid
ground and in the cargo compartments, there is a vent door in each cargo door. anodizing plus epoxy primer and a polyurethane top coat.
This spring−loaded vent door opens inboard and remains in this position until The lower, milled ends of each door frame have provisions for the installation of
the cargo door is correctly locked. the locking and safety mechanism. An access panel covers the lower part of
To show this condition there are indication windows in the access panel of the cargo door.
each cargo door. The green mark on each safety cam shows that the safety The outer skin has cutouts for the vent door and for the installation of the three
mechanism safety shaft locks each locking unit in its latched position. The red hoisting lugs.
marks show that the locking units are not locked and satisfactory. The actuator attachment fitting is attached with screws to the inboard side of
The interlock mechanism blocks the locking mechanism locking-shaft in the the frames FR25A and FR26A.
unlocked position when the cargo door is not closed. Then the locking handle is For the attachment of the door seal, the related retainers are riveted at the
not movable and the locking hooks stay in the lifted position. edge members around the cargo doors.
The door actuators use hydraulic pressure from the door hydraulic system to On the inner skin there are provisions to attach the fire protection lining with
open and close the cargo doors(Yellow hydr. system). They have an internal quick−release fasteners.
locking mechanism to keep the cargo doors safely in the fully open position. In the corners of the door beams and door frames, there are gaps to drain con-
The proximity switches of the door warning system ( circuit WV ) monitor the densed water. Two drain valves are installed on the lowest beam of the pres-
closed and locked condition of the cargo door. They send a signal via the sure−tight structure and drain this water over board. Some drain holesare
LGCIU#1 to the Electronic Centralized Aircraft Monitoring ( ECAM ) system added in the critical areas of the internal structure which is painted with a water
when a cargo door is not locked. Then the master caution lights in the cockpit repellent agent.
come on and the data is shown on the DOOR page of the ECAM display.
FRA US / T SeG 01.07.02. Page: 84

DOORS A319 / 320 / 321
52 - 30
Cargo Door Config. 1 ( Typical )
PIANO HINGES
HOISTING LUG
VENT DOOR
TELEFLEX CONTROL
VENT DOOR
MECHANISM
DRIFT PIN
DRIFT PIN MECHANISM SWITCH MECHANISM
LOCKING SHAFT SAFETY SHAFT
INTERLOCK MECHANISM
DRIFT PIN LEVER
LOCKING UNIT
INDICATION WINDOW
LOCKING HANDLE
Figure 43 Cargo Compartment Door Config. 1

FRA US / T SeG 01.07.02. Page: 85
DOORS A319 / 320 / 321
52−30
The engaged safety cams prevent the operation of the locking hooks. Then,
Cargo Compartment Doors Config 1 ( cont. ) the operator can see the green mark on each safety cam through the indica-
Cargo Door Mechanism tion windows of the access panel. When the operator can see a red mark in
the indication windows, then the safety cams are disengaged from the locking
The cargo door mechanism includes the subsequent components : hook.A connection rod transmits the movement of the safety shaft to the drive
- the locking handle with flap mechanism shaft of the gear box. The output shaft of the gear box operates the drawbar
- the safety mechanism with vent door and related mechanism which opens or closes the vent door.
- the drift pin mechanism
- the locking handle with interlock mechanism Switch Mechanism
Locking Handle with Flap Mechanism The switch mechanism is installed in the lower part of the cargo doors. This
mechanism includes the target lever with the related target and the link assy.
The locking handle is installed between FR28 and FR27. To lock the The target lever is attached on the support fitting which is riveted on the frame
cargo door correctly, the locking handle must be : structure. The upper fork end of the link assy is installed on the lever of the
− in the horizontal position ( LOCKED position ), drive shaft and its lower fork end on the target lever. The link assy transmits
− in the recess of the handle flap. the movement of the drive shaft to the target lever.The target moves to or away
Parts of the locking handle are the lever mechanism, the handle bearing and from the proximity sensor which is installed below the door sill of the fuselage.
the handle spring. The lever mechanism operates the safety mechanism when
the locking handle is pulled from the recess. The special cam ( part of the le- Lining and Insulation ( Not Shown )
ver mechanism ) prevents the inboard movement of the locking handle when it To protect the cargo door against fire, a door lining is installed on the inner skin
is not in the horizontal position. The limit lever of the lever mechanism stops with quick−release fasteners and VELCRO tapes. This lining is inthree sections
the travel of the locking lever. The handle bearing operates the locking mecha- and made of prepreg layers. To protect the cargo door against heat and sound,
nism when the locking handle is turned to the UNLOCKED position. an insulation mat is attached with VELCRO tapes to each door lining. The mats
The handle spring keeps the lever mechanism in the overcenter position when are made of glass wool and cover material.
the locking handle is in the recess. In this position, the target on the end of the
locking handle operates the proximity sensor 28WV. The flap mechanism in- Door Seal ( Not Shown )
cludes the spring−loaded handle flap and the linkage with the related hook. The The door seal made of silicone rubber with fabric is a round hose − type seal
inboard movement of the handle flap operates the linkage to disengage the with inflation holes. The door seal is installed in the retainers so that the infla-
hook from the locking handle. The hook safeties the locking handle when it is tion holes show to the inner side of the cargo compartment. When the cargo
pushed in the recess of the handle flap. door is in the closed position, the door seal comes into contact with the fuse-
Safety Mechanism with Vent Door Mechanism lage profile. Due to the higher internal pressure of the cargo compartment dur-
The safety mechanism is installed parallel to and below the locking mechanism ing the flight, the door seal is inflated via the inflation holes so that the cargo
in the lower part of the cargo door. The primary task of this mechanism is to tell compartment is sealed air tight.
the operator that the locking mechanism is correctly latched.
The safety mechanism includes the subsequent components :
- the safety/locking shaft which has a link rod, six safety cams with a red and
green mark, two drift pin levers and a vent door lever,
- the vent door mechanism which opens and closes the vent door.
The link rod connects the lever mechanism with the link lever to transmit the
move ment of the locking handle to the safety shaft. The safety cams then en-
gage with, or disengage from, the recess of the locking hooks.
FRA US / T SeG 03.04. 02 Page: 86

DOORS A319 / 320 / 321
52−30
Door Locking Handle Vent Door Mechanism
HANDLE SPRING
LOCKING SHAFT
SAFETY SHAFT VENT DOOR
GEARBOX
LIMIT LEVER
LEVER MECHANISM
SAFETY CAM
HANDLE BEARING
SAFETY SHAFT
LOCKING HANDLE
TARGET LEVER
LOCKING SHAFT
Figure 44 Cargo Door Mechanism

FRA US / T SeG 03.04. 02 Page: 87
DOORS A319 / 320 / 321
52−30
Drift Pin Mechanism
Drift Pin Mechanism
The drift pin mechanism is installed in the middle of the cargo door. It de-
creases the contour off−set between the fuselage and the door. The drift pin
mechanism includes the teleflex controls and the drift pins with the related bell-
cranks and the connection links.
The teleflex controls transmit the movement of the safety shaft to the bell-
cranks. They operate the connection links which retract or extent the drift pins.
When the cargo door is correctly locked, the extended drift pins engage with
the pockets of the fuselage frame.
Locking Mechanism
TELEFLEX
The locking mechanism which is installed in the lower part of the cargo door CONTROL
includes the subsequent components :
- the locking/latching shaft which has six shaft levers, the control lever, the
interlock cam and the deflection unit with the related link rod,
- the six locking units which have a locking hook, a bellcrank, a bellcrank
lever and a spring unit,
The link rod connects the deflection unit with the handle bearing to transmit the
movement of the locking handle to the locking shaft. The shaft levers operate
then the locking units which move their locking hooks into the locked or re-
leased position. The locked hooks stay in the overcenter position.
Interlock Mechanism
LOCKING SAFETY SHAFT
The interlock mechanism prevents the operation of the locking handle when the SHAFT
cargo door is still opened. The spring unit moves the interlock lever to the
blocked position so that its stop bolt touches the interlock cam. DRIFT PIN LEVER
At door-closing the interlock fitting in the door sill area will operate via roller le-
ver and connecting rod the interlock lever with stop bolt. Now the locking /
latching shaft is unblocked, the hooks can be closed.
DRIFT PIN
TELEFLEX
CONTROL
CONNECTION LINK
FRA US / T SeG 03.04. 02 Page: 88

DOORS A319 / 320 / 321
52−30
Cargo Door Interlock Mechanism Locking Unit ( 6 X )

LOCKING SHAFT IN
LOCKED POSITION
LOCKING SHAFT
SAFETY SHAFT
STOP BOLT IN LOCKED
INTRLOCK POSITION
CAM
LOCKING HANDLE LOCKED
IN ITS RECESS
INTRLOCK
LEVER
LOCKING SHAFT IN
LOCKED POSITION
SAFETY SHAFT
IN UNLOCKED
POSITION
LOCKING HANDLE PULLED
FROM ITS RECESS
INTERLOCK CAM OF LOCKING SHAFT
( in Blocked Position )
INTERLOCK LEVER
& STOP BOLT
SPRING UNIT
INTERLOCK FITTING
( CARGO DOOR SILL ) LOCKING SHAFT IN
UNLOCKED POSITION
SAFETY SHAFT
CARGO DOOR NOT IN LOCKED
FULLY CLOSED CARGO DOOR POSITION
AND UNLOCKED
ROLLER LEVER LOCKING HANDLE TURNED

IN UNLOCK POSITION

FRA US / T SeG 03.04. 02 Page: 89
DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
Cargo Door Proximity Switches

On cargo compartment doors, because of the environmental conditions ( pollu-
tion, no pressurization ), proximity switches with a separate electronic system
are used.
Signals from these switches are sent to the LGCIU 1.
The proximity switches with separate electronic system are 32 WV, 34 WV
( AFT Door ), 28 WV and 30 WV ( FWD Door).
- They transmit the indication of the position of the cargo compartment doors.
- When the target is near the proximity switch , the phase shift between the
supply current and voltage of the proximity switch coil varies , this variation
is measured by the LGCIU 1.
The position of the target is sent to the FWCs through the ARINC 429 busbar.
The proximity switch 5MJ (12MJ) with separate electronic system sends a sig-
nal to the LGCIU 2 if the cargo door is released ( handle in locked position ).
This enables the operation of the yellow electric hydraulic pump.

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
Proximity Switch 30WV

DOOR SILL AREA
SENSOR
TARGET
TARGET LEVER
Proximity Switch 28WV Proximity Switch 5MJ
HANDLE FLAP
SENSOR
SENSOR
TARGET
TARGET
LOCKING HANDLE
LOCKING SHAFT
Figure 46 Cargo Door Prox. Switches

DOORS A319 / 320 / 321
52−30
CARGO COMPARTMENT DOORS ( CONFIG 2 )

The external indications which show that a cargo door is not correctly locked
Description and Operation and latched are:
( FWD Door described, AFT Door is similar ) - the vent door stays in open position,
The FWD cargo−compartment door ( zone 825 ) opens hydraulically to the - the locking handle stays away from the outer contour of the cargo door,
outer side and give access to the FWD cargo compartment. It is possible to - the red mark of each safety cam is in view through the indication windows.
operate the cargo door at wind speeds up to 60 knots. The AFT cargo door has one fairing more attached to the outer skin.
The cargo door has a manually operated locking and safety mechanism which
keeps it in the closed position and locks it.
The door − to − fuselage connection is of piano hinges and 6 locking hooks Door Structure
which transmits the load of the cargo door to the fuselage. The primary structure has vertical and horizontal edge members, fairings, longi-
The locking hooks of the manually operated locking mechanism keep each tudinal beams, frames, and an inner and outer skin. These formed and milled
cargo door in the closed position. The cams of the safety mechanism engage components are made from aluminum alloy and riveted together with a sealant
with the locking hooks when the cargo doors are correctly locked. compound to make a corrosion − resistant cargo door. The sealant compound
When the cargo doors are locked, the door seal makes the related cargo between the skin and the edge members makes sure that the primary structure
compartment pressure−tight. To balance the difference in pressure on the is pressure − tight.
ground and in the cargo compartments, there is a vent door in each cargo door. To prevent corrosion, all components have a surface protection of chromic acid
This spring−loaded vent door opens inboard and remains in this position until anodizing plus epoxy primer and a polyurethane top coat.
the cargo door is correctly locked. The lower, milled ends of each door frame have provisions for the installation of
To show this condition there are indication windows in the access panel of the locking and safety mechanism. An access panel covers the lower part of
each cargo door. The green mark on each safety cam shows that the safety the cargo door.
mechanism locking-shaft locks each locking unit in its latched position. The red The outer skin has cutouts for the vent door and for the installation of the three
marks show that the locking units are not locked and satisfactory. hoisting lugs.
The interlock mechanism blocks the locking mechanism latching-shaft in the The actuator attachment fitting is attached with screws to the inboard side of
unlocked position when the cargo door is not closed. Then the locking handle is the frames FR25A and FR26A.
not movable and the locking hooks stay in the lifted position. For the attachment of the door seal, the related retainers are riveted at the
The door actuators use hydraulic pressure from the door hydraulic system to edge members around the cargo doors.
open and close the cargo doors(Yellow hydr. system). They have an internal On the inner skin there are provisions to attach the fire protection lining with
locking mechanism to keep the cargo doors safely in the fully open position. quick−release fasteners.
The proximity switches of the door warning system ( circuit WV ) monitor the In the corners of the door beams and door frames, there are gaps to drain con-
closed and locked condition of the cargo door. They send a signal via the densed water. Two drain valves are installed on the lowest beam of the pres-
LGCIU#1 to the Electronic Centralized Aircraft Monitoring ( ECAM ) system sure−tight structure and drain this water over board. Some drain holesare
when a cargo door is not locked. Then the master caution lights in the cockpit added in the critical areas of the internal structure which is painted with a water
come on and the data is shown on the DOOR page of the ECAM display. repellent agent.

DOORS A319 / 320 / 321
52−30
Cargo Door Config. 2 ( Typical )
PIANO HINGES
HOISTING LUG
VENT DOOR
LINKAGE MECHANISM
VENT DOOR
MECHANISM
DRIFT PIN
SWITCH MECHANISM
CONTROL ROD LOCKING SHAFT

DRIFT PIN LEVER

DRAIN VALVE INTERLOCK MECHANISM
LATCHING UNIT
INDICATION WINDOW
LATCHING SHAFT
DOOR HANDLE
Figure 47 Cargo Compartment Door Config. 2

DOORS A319 / 320 / 321
52−30
The control rod transmits the movemenet of the door handle (from 0 degree to
Cargo Compartment Doors Config 2 ( cont. ) 65 degree ) via the Maltese−cross lock to the locking shaft. The lock cams then
Cargo Door Mechanism engage with, or disengage from, the recess of the latching hooks. The engaged
The cargo door mechanism includes the subsequent components: lock cams prevent the operation of the latching hooks. Then, the operator can
- the door handle mechanism with the handle flap see the green mark on each lock cam through the indication windows of the
- the latching mechanism with the interlock mechanism, access panel. When the operator can see a red mark in the indication windows,
- the locking mechanism with the vent door and related mechanism, then the cam locks are disengaged from the latching hooks.
- the drift pin mechanism,
- the switch mechanism.
Latching Mechanismus
Door Handle Mechanism The latching mechanism which is installed in the lower part of the cargo door
The door handle mechanism is installed between FR27 and FR27A to latch/un- includes the subsequent components:
latch and lock/unlock the cargo door. - the latching shaft which has six shaft levers, the control lever, the interlock
Parts of the door handle mechanism are the door handle, the Maltese−cross cam and the link lever,
assembly, the linkage mechanism and the handle spring. - the six latching units which have a latching hook, a bellcrank, a bellcrank
The door handle mechanism operates the locking mechanism when the the lever and a connection rod,
door handle is pulled up to the 65 degree position. When the door handle is - the interlock mechanism which includes the interlock lever with the stop bolt,
lifted to the 128 degree position, the door handle mechanism operates the the connection rod and the spring unit.
latching mechanism. The Maltese−cross latch transmits the movement of the door handle ( from 65
The Maltese−cross assembly transmit the different movement sequence steps degree to 128 degree ) via the connection rod to the latching shaft. The shaft
of the door handle as follows: levers then operate the latching units which move their latching hooks into the
latched or released position.
- the Maltese−cross lock operates the locking shaft via the linkage mechanism,
- the Maltese−cross latch operates the lachting shaft via the connection rod.
The handle spring keeps the door handle in its fully lifted position and vice
versa when the door handle is moved into its recess.
Locking Mechanism
The locking mechanism includes the subsequent components
- the locking shaft which has a link rod, six lock cams with a red and green
mark, a drift pin lever and a vent door lever,
- the vent door mechanism which opens and closes the vent door,
- the linkage mechanism which includes the control rod and the gas spring.
FRA US / T gs 03.04. 02 Page: 94

DOORS A319 / 320 / 321
52−30
Door Handle Mechanism Door Handle Mechanism Operation

MALTESE CROSS ELEMENT
FULLY LATCHED
LATCHING SHAFT
LATCHED
HANDLE FULLY
CLOSED
MALTESE - CROSS LOCK LOCKING SHAFT

IN LOCKED POS.
MALTESE - CROSS LATCH GREEN MARK MALTESE CROSS ELEMENT
FULLY LATCHED
DOOR HANDLE SPRING

HANDLE LATCHING SHAFT
LATCHED
HANDLE HANDLE 65
FLAP OPEN
LATCHING SHAFT LOCKING SHAFT
IN UNLOCKED POS.
MALTESE CROSS ELEMENT

FULLY UNLATCHED
LATCHING
MECHANISM
LOCKING SHAFT
LOCK CAM LOCKING SHAFT
IN UNLOCKED POS.
GREEN MARK HANDLE FULLY
OPEN
LATCHING HOOK
LATCHING SHAFT
UNLATCHED

FRA US / T gs 03.04. 02 Page: 95
DOORS A319 / 320 / 321
52−30
Drift Pin Mechanism
The drift pin mechanism is installed in the middle of the cargo door. It de- Drift Pin Mechanism
creases the contour off−set between the fuselage and the door. The drift pin
mechanism has a drift pin assy and the linkages mechanism, which includes LINKAGE
the connection rods, the control rods, the bearing assy and the housing assy
The linkage mechanism transmit the movement of the locking shaft to the drift
pins which retract or extent then. When the cargo door is correctly locked, the
extended drift pins engage with the pockets of the fuselage frame
Interlock Mechanism
The interlock mechanism prevents the operation of the door handle when the
LINKAGE CONTROL ROD
cargo door is still opened. The spring unit moves the interlock lever to the
blocked position so that its stop bolt touches the interlock cam.
When the cargo door closes, the roller lever of the interlock mechanism moves
against the interlock fitting of the door sill. The roller lever then operates the HOUSING ASSY
connection rod which moves the interlock lever against the spring unit. If the
cargo door is fully closed, the subsequent occurs: -
LATCHING SHAFT
- the door handle is serviceable to lock the closed cargo door.
LOCKING SHAFT
Vent Door Mechanism
A connection rod transmits the movement of the locking shaft to the drive shaft
of the gear box. The output shaft of the gear box operates the drawbar which
opens or closes the vent door.
The safety mechanism is installed parallel to and below the locking mechanism
DRIFT PIN LEVER
in the lower part of the cargo door. The primary task of this mechanism is to tell
the operator that the locking mechanism is correctly latched.
Switch Mechanism LINKAGE

The switch mechanism is installed in the lower part of the cargo doors at FR25.
This mechanism includes the target lever with the related target and the link
assy.
The target lever is attached on the support fitting which is riveted on the frame
structure. The upper fork end of the link assy is installed on the lever of the
drive shaft and its lowerrk end on the target lever.
DRIFT PIN
FRA US / T gs 03.04. 02 Page: 96

DOORS A319 / 320 / 321
52−30
Cargo Door Interlock Mechanism Vent Door Mechanism
LATCHING SHAFT
STOP BOLT INTERLOCK CAM
SPRING UNIT
VENT DOOR
OUTPUT SHAFT
( CARGO DOOR CLOSED

AND LOCKED )
GEARBOX
STOP BOLT
INTERLOCK FITTING
DRIVE SHAFT
LOCKING SHAFT
INTERLOCK CAM IN
UNBLOCKED POSITION
TARGET LEVER
( SWITCH MECHANISM )
ROLLER LEVER

FRA US / T gs 03.04. 02 Page: 97
DOORS A 319 / 320 / 321
52 − 31
Cargo Door Proximity Switches

On cargo compartment doors, because of the environmental conditions ( pollu-
tion, no pressurization ), proximity switches with a separate electronic system
are used.
Signals from these switches are sent to the LGCIU 1.
The proximity switches with separate electronic system are 32 WV, 34 WV
( AFT Door ), 28 WV and 30 WV ( FWD Door).
- They transmit the indication of the position of the cargo compartment doors.
- When the target is near the proximity switch , the phase shift between the
supply current and voltage of the proximity switch coil varies ; this variation
is measured by the LGCIU 1.
The position of the target is sent to the FWCs through the ARINC 429 busbar.
The proximity switch 5MJ (12MJ) with separate electronic system sends a sig-
nal to the LGCIU 2 if the cargo door is released ( handle in locked position ).
This enables the operation of the yellow electric hydraulic pump.

DOORS A 319 / 320 / 321
52 − 31
Proximity Switch 30WV
DOOR SILL AREA
SENSOR
TARGET
TARGET LEVER
Proximity Switch 28WV Proximity Switch 5MJ
SENSOR
TARGET
TARGET
DOOR HANDLE
SENSOR LATCHING SHAFT CONTROL LEVER
Figure 50 Cargo Door Prox. Switches

DOORS A 319 / 320 / 321
CARGO COMPARTMENT DOOR
ELECTRICAL CONTROL SYSTEM 52 − 35
CARGO DOOR OPERATION

Open Mode position during the whole procedure. To get access to the control panel, open
When the door locking handle is in the UNLOCKED position this operates the the access panel 134AR ( 154AR ) beneath the fuselage.
proximity switch 5MJ ( 12MJ ) of the locking mechanism. The door control The other operator:
circuit MJ is closed when the selector on the control panel is in the OPEN posi- - must open the access panel 198CB in the right, aft belly fairing area.
tion. Then :
- must operate the lever( if present ) of the electro ( manual ) selector valve
- the electro ( manual ) selector valve 2500MJ opens,
2500MJ into the „ hand−pump ” position,
- if the manual selector valve 2501MJ ( 2504MJ ) moves in the extension
- must operate the hand pump 3009GM on the Yellow ground service panel.
mode, the electric pump 3075GX starts to pressurize the door hydraulic
system.
Then, the duplex door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) The manual opening procedure is complete when :
extend until the cargo door is fully opened. The green indicator light 9MJ - the selector on the control panel is released,
( 8MJ ) comes on when the door actuators 2502MJ and 2503MJ ( 2505MJ - the lever ( if present ) of the electro ( manual ) selector valve 2500MJ is in
and 2506MJ ) are in their locked positions. the ” E − pump ” position,
- the access panels 134AR (154AR) and 198CB are closed.
Close Mode
When the manual YZ−latches and the overridable Y−latches ( part of each door Manual Closing Procedure
sill latach ) are lifted, the limit switches 2507MJ and 2508MJ ( 2509MJ ) are The manual closing procedure of the cargo door is an alternative procedure
operated. The door control circuit MJ is closed, when the selector on the which is used, when :
control panel is in the CLOSED position. Then : - there is a failure in the electrical system,
- the electro − manual selector valve 2500MJ opens, - the electric pump fails.
- if the manual selector valve 2501MJ (2504MJ) moves to the retraction The other operator:
mode,the electric pump 3075GX starts to pressurize the door hydraulic - must open the access panel 198CB in the right, aft belly fairing area.
system.
- must operate the lever ( if present ) of the electro ( manual ) selector valve
Thus, the green indicator light 9MJ (8MJ) goes off as soon as the duplex door
2500MJ into the ” hand-pump ” position,
actuators 2502MJ and 2503MJ (2505MJ and 2506MJ) retract. This retraction
- must operate the hand pump 3009GM on the Yellow ground service panel.
closes the cargo door.
The manual closing procedure is complete when :

Manual Opening Procedure - the selector on the control panel is released,

The manual opening procedure of the FWD ( AFT ) cargo door is an alterna- - the lever ( if present ) of the electro ( manual ) selector valve 2500MJ is in
tive procedure which is used, when : the ” E- pump ” position,
- there is a failure in the electrical system, - the access panels 134AR (154AR) and 198CB are closed.
- the electric pump fails. To latch and lock the cargo door, put the door locking handle in the ” locked ”
To release the cargo door, put the door locking handle in the ” unlocked ” posi- position. The procedure is the same as for the normal opening procedure.
tion. The procedure is the same as for the normal opening procedure.
To operate the door hydraulic system manually, two persons are necessary :
- one must turn and hold the selector on the control panel to the ” Open ”
FRA US / T SeG 01.07.02. Page: 100

DOORS A 319 / 320 / 321
Cargo Door Control Panel Prox. Sw. of Locking Mechanism ( 5MJ , 12MJ )
MANUAL
SELECTOR
VALVE
PROXIMITY SENSOR
TARGET
SELECTOR HANDLE GREEN

INDICATOR
LIGHT LATCHING ( LOCKING ) SHAFT
Yellow Ground Service Panel Door Sill Latches LIMIT SWITCH

OVERRIDABLE Y-LATCHES
LIMIT SWITCH
MANUAL YZ-LATCH
OVERRIDABLE Y-LATCH
MANUAL YZ-LATCH
LIMIT SWITCH
MANUAL YZ-LATCH
HAND PUMP ELECTRO ( MANUAL )

SELECTOR VALVE
Figure 51 Electro Manual Selector Valve

FRA US / T SeG 01.07.02. Page: 101
DOORS A 319 / 320 / 321
52 − 35 CARGO DOOR ELECTRIC CONTROL

ELECTRICAL CONTROL SYSTEM
General Power Supply
The electrical control system of the FWD and AFT cargo−compartment doors The service busbar 601PP supplies the electrical door control system with 28V
controls the sequence of the hydraulic operation. It is possible to open or close DC through the circuit breaker 1MJ. The closed circuit breaker safeties the
the FWD and the AFT cargo doors hydraulically at the same time. Each cargo subsequent components with 5 A :
door has a separate circuit. - the indicator lights 9MJ and 8MJ,
- the time relay 6MJ in 103VU,
Schematic of Electrical Door Control System and Discription - the proximity switches of the door actuators 2502MJ, 2503MJ, 2505MJ and
NOTE : The component identifications in brackets are for the electrical control 2506MJ,
system components of the aft cargo door. - the proximity switches of the manual selector valves 2501MJ and 2504MJ.
The electrical control system of the cargo door controls the door hydraulic sys-
tem as follows :
- The series − connected limit switches 2507MJ and 2508MJ ( 2509MJ )
send a signal to the Landing Gear Control and Interface Unit 5GA2
„LGCIU #2„. The proximity switch 5MJ ( 12MJ ) also sends a signal to tell
the LGCIU if the cargo door is released. If the manual selector valve
2501MJ ( 2504MJ ) is operated, its internal proximity switch also sends a
signal to the LGCIU. The logic of the LGCIU processes these signals and
produces an output signal to operate the L / G position relay 12GB. When
the air craft is on the ground, the L/G position relay transmits the LGCIU
output signal to 6MJ. The time relay 6MJ then energizes the solenoid of the
electro ( manual ) selector valve 2500MJ. The time relay 6MJ also enegizes
the electric pump 3075GX of the yellow hydraulic system which pressurizes
the door hydraulic system.
When this door control circuit is interrupted, the electro ( manual )selector
valve 2500MJ and the electric pump 3075GX remain energized for 10 sec.
more. When the door actuators 2502MJ and 2503MJ ( 2505MJ and
2506MJ ) are locked internally, their internal proximity switches send a
signal to the green indicator light 9MJ ( 8MJ ) which comes on.
FRA US / T SeG 01.07.02 Page: 102

DOORS A 319 / 320 / 321
LIMIT SWITCHES IN DOOR SILL AREA PROX. SW. MANUAL DOOR ACTUATORS
OF LOCKING SELECTOR
MECHANISM VALVE
2507 MJ 2507 MJ 2508 MJ 5 MJ 2501 MJ 2502 MJ 2503 MJ 103 VU GREEN INDICATOR
LIGHT
4 1 4 1 4 1
A3
A2 A1 4 G 5
AA B3
5 6 2 3 5 6 2 3 5 6 2 3 B2 2
B1
C D B A C D B A C D B A A B B A C A A B C A B C A 1 3
A A
C1
TEMPO DC 2 9 MJ
CIRCUIT GX
CIRCUIT GX
H1 X2
DC 2 DC 2 DC 2
DC 2 A A
6 MJ
DC 2
GROUND CARGO
DOOR CONTROL 9A
6C
PROX SWITCH 23
12 GB 122 VU
6D
6PP
FLT / GRD BUS

PROX SWITCH 27 7A
D3
8A D1 D2
X1
1B X2 28V DC
601 PP
SERVICE BUS
PROX SWITCH 25 7B L / G POSITION RELAY
6E
PROX SWITCH 24 28V DC

6F
CIRCUIT BREAKER
GROUND CARGO 9B PANEL
DOOR CONTROL
B2
DC 2
DC 2
DC 2 DC 2 DC 2
DC 2
A
A C B
A A A A
C D B A C D B A C D B A A A B B A C A B C A B C
2 3
5 6 2 3 5 6 2 3 5 6 2 3
G
LANDING GEAR CONTROL
AND INTERFACE UNIT 4 1 4 1
1
4 1
5 GA 2
2507 MJ 2507 MJ 2509 MJ 12 MJ 2504 MJ 2505 MJ 2506 MJ 2500 MJ 8 MJ

PROX. SW. MANUAL ELECTRO ( MANUAL ) GREEN INDICATOR
OF LOCKING SELECTOR SELECTOR VALVE LIGHT
MECHANISM VALVE DOOR ACTUATORS
LIMIT SWITCHES IN DOOR SILL AREA
Figure 52 Electrical Schematic

FRA US / T SeG 01.07.02 Page: 103
DOORS A 319 / 320 / 321
CARGO DOOR HYDRAULIC SYSTEM
52 − 36
52 − 36 CARGO DOOR HYDRAULIC SYSTEM

SYSTEM SCHEMATIC
System Description
The hydraulic system of the cargo compartment doors controls the operation of
the FWD and AFT cargo compartment door. The system includes the duplex
door actuators ( two for each cargo door ), two manual selector valves ( one
for each cargo door ) and one electro ( manual ) selector valve. The system
gets its hydraulic supply from the Yellow hydraulic system or from a handpump.
The door hydraulic system supplies the duplex door actuators with hydraulic
power. The door actuators extend to open the cargo doors to the outer side. It
is possible to open the FWD and AFT cargo door at the same time.
The electric pump of the Yellow hydraulic system supplies the door hydraulic
system with hydraulic power. If this hydraulic power is not available, it is pos-
sible to pressurize the door hydraulic system with the hand pump. The normal
system pressure of the door hydraulic system is 3000 psi ( 206 bar ). The
electrical control system of the cargo doors supplies the hydraulic components
with electrical power. It prevents the operation of the door hydraulic system
when the cargo doors are locked.
The restrictors of the door actuators and the manual selector valves control
the speed of the cargo doors.
FRA US / T SeG 01.07.02 Page: 104

DOORS A 319 / 320 / 321
CARGO DOOR HYDRAULIC SYSTEM
52 − 36
RETURN
LEGENDE : LINE FILTER
PRESSURE
LINE
FLEXIBLE HOSE RELIEF VALVE
RESTRICTOR / SPRING LOADED

CHECK VALVE BLOCKING PISTON
DOOR ACTUATOR 2502MJ DOOR ACTUATOR 2503MJ
TO AFT CARGO
DOOR
BYPASS
CHECK NORMAL
VALVE CHECK
VALVE
DOUBLE CHECK
VALVE 3717GM
MAIN VALVE
CONTROL
VALVE
HANDPUMP 3009GM
ELECTRICAL
SELECTOR
MANUAL SELECTOR VALVE
VALVE 2501MJ 2500 MJ
FROM AFT CARGO

DOOR
POWER = 1 YELLOW YELLOW ELEC

MASSE = 0 RESERVOIR PUMP 3075GX
3000GR
GRD SERVICE BUS

3 LIMIT SWITCHES IN
DOOR SILL AEREA
PROXIMITY SWITCH OF
LOCKING MECHANISM
Figure 53 Cargo Door Hydraulic Schematic

FRA US / T SeG 01.07.02 Page: 105
DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
Electro Manual Selector Valve
COMPONENTS The electro−manual selector valve 2500MJ is installed on the Yellow ground
service panel of the aft, right belly fairing. The valve housing includes :
Cargo Door Control Panel - a solenoid−operated control valve,
To operate the FWD ( AFT ) cargo door, a control panel is installed on the - a hydraulically operated main valve,
fuselage. To get access to the control panel, open the access panel 134AR - a manually operated shut−off valve with a control lever
( 154AR ). On the control panel there is a selector to operate the manual selec- The electro − manual selector valve 2500MJ controls the normal and the
tor valve 2501MJ ( 2504MJ ) and a green indicator light 9MJ ( 8MJ ). The manual mode of the door hydraulic system.
indicator light comes on when the door actuators 2502MJ and 2503MJ When the solenoid is energized, it moves the control valve in position which
( 2505MJ and 2506MJ ) are in their extended, locked positions. The selector is lets the HP fluid operate the main valve. The pressure puts the main valve in
spring−loaded to the neutral position. When you release it in the ” Open ” or ” position and the HP fluid can flow to pressurize the door hydraulic system
Closed ” position, it moves back to the neutral position. ( normal mode ). In this mode, the control lever stays in the ” E−Pump ” posi-
tion.
Manual Selector Valve
The control lever must stay in the ”Hand Pump” position to pressurize the door
The manual selector valve 2501MJ ( 2504MJ ) is installed behind the control hydraulic system with the hand pump 3009GM (manual mode). In this position,
panel and controls the operation of the cargo door. This valve has an extension the shut−off valve prevents the hydraulic fluid flow through the electro manual
mode, a neutral mode, an interim mode and a retraction mode. The extension selector valve 2500MJ directly in the return line.
mode makes sure that the high−pressure ( HP ) fluid can flow through the
valve to extend the door actuators. In the neutral mode, the HP fluid can not Door Actuators
flow through the valve. For safety reasons, the interim mode pressurizes first The door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) are installed
the extension sides of the door actuators. This prevents a sudden movement at FR26A ( FR54A ) and FR25A ( FR53A ) . They are attached between the
of the cargo door to a lower position when it starts to close. When the pressure actuator attachment fitting on the door structure and the actuator beam of the
is sufficient, the valve can move in the retraction mode. The HP fluid can then fuselage structure.
flow through the valve to pressurize the door actuators on the retraction sides. Usually, the door actuators 2502MJ and 2503MJ ( 2505MJ and 2506MJ ) ex-
tend in parallel and divide the total load of the cargo door. If one door actuator
Electrical Selector Valve ( Not Shown )
fails, the other is sufficient to operate the cargo door with the same perfor-
The electrical selector valve 2500MJ is installed on the Yellow ground service mance.
panel of the aft, right belly fairing. The valve housing includes : - internal proximity switches of the door actuators are connected in series.
- a solenoid−operated control valve, They give a signal to show the operator that the door actuators are fully ex
- a hydraulically operated main valve, tended and locked internally.
- a leakage restrictor.
The electrical selector valve 2500MJ controls the normal and the manual mode Indicator Light 9MJ ( 8MJ )
of the door hydraulic system. When the solenoid is energized, it moves the The green indicator light gets a signal from the internal proximity switches of
control valve in position which lets the HP fluid operate the main valve. The the door actuators. It comes on when the door actuators are fully extended and
pressure puts the main valve in position and the HP fluid can flow to pressur- locked internally. The light goes off as soon as the internal locking mechanism
ize the door hydraulic system ( normal and / or manual mode ).The leakage of the door actuator is released.
restrictor allows residual system pressure to drain into the return line.
Hand Pump ( 3009 GM )
Ref. ATA Chapter 29 Hydraulic Power.

DOORS A319 / 320 / 321
DOOR IND / WARNING
52 - 70
B Cargo Door Actuators
ACTUATOR 2505 MJ
FWD / AFT
B CARGO DOOR
LOCKING PAWL
A
ACTUATOR 2506 MJ
LOCKING PISTON
A Cargo Door Control Panel Yellow Ground Service Panel
MANUAL
SELECTOR
VALVE
GREEN
INDICATOR
LIGHT
SELECTOR HANDLE
HAND PUMP ELECTRO / MANUAL
SELECTOR VALVE
Figure 54 Electro Manual Selector Valve

DOORS A 320 / 321
BULK CARGO DOOR
52 − 33
52 − 33 BULK CARGO DOOR

BULK CARGO DOOR DESCRIPTION LOCKING MECHANISM
The bulk cargo − compartment door ( OPTIONAL ) is installed on the lower The locking mechanism is installed in the lower section of the Bulk door. Its
right side of the fuselage between FR60 and FR62. The bulk door is a manually primary components are the door handle mechanism, the locking shaft and the
operated door and gives access to the bulk cargo − compartment. It opens to latch assy.
the inner side and a hook arrester safeties it in the fully open position. The door handle mechanism has the lever assy, which is installed in the hous-
Its weight is 32.2 kg ( 71 lbs ).The bulk cargo door is of plug type design. ing. The external door handle contains a lock mechanism which keeps the
handle in the recess of its housing. The external door handle can operate the
The bulk door is attached with two hinge arms on the related hinge fittings to locking shaft only when it is out of the recess.
the fuselage.
It has a balance mechanism to decrease the force necessary to open the bulk A spring unit is installed between the lever assy and the door structure. It
door to the inner side. This mechanism keeps the bulk door open so that it can makes sure that the lever assy is always in the overcenter position. The locking
not fall down when it is not fully opened. The door handle mechanism operates shaft includes the torque tubes, the shaft lever, the main lever and the barrel
the locking shaft which locks or releases the bulk door. The locking shaft also locks. The two barrel locks engage with the latch spigots to lock the Bulk door
operates the latch assy which safeties the bulk door in its fully open position. in the closed position. The latch spigots are on the door frame of the fuselage.
The push−rod connects the lever assy with the main lever to transmit the
A proximity switch of the door warning system monitors the locked condition of movement of the door handle to the locking shaft.
the bulk door. This switch sends signal to the Electronic Centralized Aircraft
Monitoring system ( ECAM ) which gives a warning in the cockpit. To safety the Bulk door in the open position, the hook of the latch assy en-
gages with the hook arrester. The spring unit connects the hook with the shaft
DOOR STRUCTURE lever so that the movement of the locking shaft operates the hook. The two
A liquit drain device is installed in the lower beam between the seal and outer barrel locks engage with the latch spigots and hold the Bulk door in the closed
skin. On ground, the drain opens to let the liquid out. During flight, the drain position. The latch spigots are attached to the door frame of the fuselage.
device closes because of differential pressure.
DOOR SUSPENSION BALANCE MECHANISM

The suspension of the Bulk door includes two hinge fittings and two hinge arms The balance mechanism includes the torsion bar, the pre − load unit and the
with their dampers. The hinge arms are attached to the hinge fittings and con- connection rod. All components are installed in the upper section of the Bulk
nected to the fuselage door frame. Dampers decrease the shockloads of the door.
hinge fittings which can occur during the pressurization of the fuselage. The connection rod is attached between the forward lever of the torsion bar
and the fuselage structure. The connection rod causes a tension of the torsion
DOOR SEAL bar during the movement of the Bulk door in the open position. The preload unit
includes the flange bearing assy, the clamping sleeve and the clamping screw.
The door seal, made of special rubber hose, is installed in the retainers, riv- A pivot pin connects the rear lever of the torsion bar with the clamping sleeve.
eted on the door structure. When the Bulk door is closed, the door seal is The clamping screw sets the torsion bar in the preload condition.
pressed on a bulb section of the fuselage door frame. The cabin pressure in-
flates the door seal to make a pressure − tight interface.

DOORS A 320 / 321
BULK CARGO DOOR
52 − 33
Door Suspension & Balance Mechanism A Door Handle & Handle Mechanism
SPRING
UNIT
HINGE ARM LEVER RELEASE

BUTTON
EXTERNAL DOOR
HANDLE LEVER ASSY
PRE - LOAD
UNIT
B Door Locking Mechanism
BARREL LOCK
LOCKING SHAFT
ADJUSTABLE
DOOR STOP
TORSION BAR LATCH ASSY
BARREL LOCK
CONNECTION ROD DAMPER SPRING UNIT
Figure 55 Bulk Cargo Door Mechanism

STRUCTURE A 319 / 320 / 321
GENERAL
51−00
ATA 51 STRUCTURES
51 − 00 GENERAL This plastic are :
GFRP Glasfiber Reinforced Plastic
CFRP Carbonfiber Reinforced Plastic
GENERAL CONFIGURATION AFRP Aramidfiber Reinforced Plastic
The A 320 is a short / medium range twin engined subsonic commercial trans-
port aircraft introduced as the first single aisle aircraft to the Airbus family Abbreviations may used
The seating capacity varies between about 120 to 179 passengers. The A 319
Abbreviations used in this chapter :
is smaler derivat with less passenger capacity and the A 321 is a lager derivat
aircraft with more passenger capacity than the A 320. AFRP Aramidfiber Reinforced Plastic
CAA Chromic Acid Anodizing
Airbus Industrie in Tolouse, France, designed and developed the A 320 Family. CCC Chemical Conversion Coating
Mainly six firms in six europien countries, France, Great Britan, Germany, Bel- CFRP Carbonfiber Reinforced Plastic
gium, Spain and Italy deliver certain parts which be flown by a ” Beluga ” CL Center Line
aircraft, especilaly designed for aircraft parts transportation, to be delivered to FD Fuselage Datum
the A 320 Airbus Industrie assembly line inTolouse and to the EADS assembly
Fig Figure
line for A318, A 319 and A 321 in Hamburg, Germany.
FR Frame
FWD Forward
Engines can be choosen from two supplier, Commercial Fan Moteure Interna
tional CFMI 56−5, or International Aero Engine V 2500−A5 with different GFRP Glassfiber Reinforced Plastic
thrust settings which is a matter of aircraft type and performance demand. LH Left − Hand Side
LONGN Longeron
MAX Maximum
STRUCTURAL PRINCIPLE MID Middle
Description MIN Minimum
RH Right − Hand Side
The strucrure of the aircrafts are designed of the fail safe principle, what
means, by a maximum of structure strength a minimum of weight. REF Reference
RPM Revolution per Minute
Therefor the primary structure is mainly out of strongest Aluminium alloy beside STA Station
some parts are made of steel and titan. In some parts of strong mechanical
STD Standard
strength material with high fatigue resistance are installed.
STRG Stringer
Some parts / components of primary and secondary structure are made of THS Trimmable Horizontal Stabilizer
composide plastic to reduce further more the weight. VERT VERTICAL

STRUCTURE A 319 / 320 / 321
GENERAL
51−00
31
41 18
16/17 19.1
42
35
19
26
27
21
13/14
11 51
12 28
22
52 29
23/24/25
SECTION ATA REFERENCE DESIGNATION SECTION ATA REFERENCE DESIGNATION SECTION ATA REFERENCE DESIGNATION
11/12 53−10−00 NOSE FORWARD FUSELAGE 31 55−40−00 RUDDER

FIXED AND MOVING

13/24 53−20−00 FORWARD FUSELAGE 23 / 24 / 25 57−40−00 35 55−10−00 HORIZONTAL STABILIZER
LEADING EDGES
15 53−30−00 CENTER FUSELAGE 35 55−20−00 ELEVATOR
16/17 53−40−00 REAR FUSELAGE 26 57−70−00 SPOILERS 41 54−50−00 PYLONS

18 53−40−00 REAR FUSELAGE 27 57−52−00 INBOARD FLAP 42 54−10−00 NACELLE SECTION
19 53−50−00 CONE / REAR FUSELAGE 27 57−53−00 OUTBOARD-FLAP 51 32−20−00 NOSE GEAR AND DOORS
19.1 53−50−00 CONE / REAR FUSELAGE 28 57−60−00 AILERONS 52 32−10−00 MAIN GEAR AND DOORS
21 57−10−00 CENTER WING 29 57−30−00 WING-TIP
22 57−20−00 OUTER WING 31 55−30−00 VERTICAL STABILIZER
Figure 56 A 320 Major Structual Components

STRUCTURE A 319 / 320 / 321
GENERAL
51−00
STANDARD PRACTICES
Description Composite Materials
This chapter provides the instructions related to the standard practices applica- To reduce the construction and components weight on A 319 / 320 / 321 even
ble to the airframe, doors, wings, engine pylons and stabilizers. more components been made out of composite materials so as horizontal sta−
These practices include : bibilizer, vertical stabilizer, fairings, panels, cowlings and flight controls.
AMM 51 − 21 − 00 Protective Treatment
51 − 22 − 00 Corrosion Prevention Protective Treatment ( 51 − 21 − 00 )
51 − 23 − 00 Coatings Aplication The aircraft structure is given protection against corrosion and fluids.
51 − 24 − 00 Sealing General Special attention is given to areas of high condensation and areas where diffe−
51 − 70 − 00 Repairs rent material touch. Three categorys of protection areas are seen:
51 − 73 − 00 Repairs of Minor Damage -A areas in touch with air or humidity normally dry.
51 − 74 − 00 Repair of Corroded Areas
-B areas in touch with fuel.
51 − 75 − 00 Paint Repair
51 − 76 − 00 Sealing Repair -C areas in touch with hydr. fluid, grease, oil, water, waste or area bad to reach
51 − 77 − 00 Standard Composite Repairs
Corrosion Prevention ( 51 − 22 − 00 )
51 − 78 − 00 Cleaning Processes
Corrosion resistant materials and protective coatings are applied at the
construction stage to obtain the maximum possible resistance to corrosion.The
removal of corrosion and subsequent maintenance have a direct effect on the
operational safety and the in service capability of the aircraft. As protection is
used CAA or CCC fore the al-alloy and wasch primer, primer and a top coat.
Composite Components
− Radome − Fin main box and attachment lug
− NLG Doors − Fin leading edge and tip
− Belly Fairing Panels − Fin trailing edge panels
− MLG Doors − Rudder and attachments
− Wing Leading Edge bottom access panels − Tailplane main box
− MLG Wing bay top panel − Tailplane leading edge
− Wing shroud box − Tailplane trailing edge panels
− Wing trailing edge panels − Tailplane pivot attachment lugs

− MLG − leg fairing doors − Tailplane / Elevator attachment fittings
− Flap track fairings − Elevator
− Inner and outer flaps − Elevator hinge arms
− Spoilers and Airbrakes − Tailplane / Fuselage fairings
− Aileron − Cabin / Cargo floor panels
− Pylon to Wing fairing − Cabin / Cargo compartments linigs
− Nacelle cowlings

STRUCTURE A 319 / 320 / 321
GENERAL
51−00
Figure 57 Composite Material Application

FUSELAGE A 320
GENERAL
53−00
ATA 53 FUSELAGE
GENERAL
The fuselage, which has a blended double bubble cross section, employs a
conventional type of skin, stringer and frame construction except in the nose
section where frames at reduced pitch are used without stringers. Skin thick-
ness variations are produced by chemical or mechanicai machining and the
stringers are attached by rivets. Damage tolerant characteristics of the pres-
sure shell are achieved by design features such as fuII frame to skin cleating,
the use of Iocal crackstoppers, and of heavier machined members by duplica-
tion, in association with appropriate stress Ievels and material selection.
A central keel structure maintains fuselage shear and bending continuity over
the wing centre section cutout. The rear pressure bulkhead ring frame supports
the forward fin spar. Behind the rear fin attachment frame a cutout is provided
at midfuselage Ievel to accomodate the central box of the variable incidence
horizontal stabilizer. The tailcone, which houses the APU is mounted behind
the horizontal stabilizer pivot frame.
AII areas of the fuselage are pressurized except for the radome, the rear fuse-
lage section aft of frame 7O, the nose Ianding gear bay and the Iower segment
of the centre section ( section l5 ). FuII provision is made for rapid decompres-
sion in the event of damage to the pressurized fuselage.
For structural ease of production or transportation reasons, the fuselage is
manufactured in six structural sections for A319/A320 and eight structural sec-
tions for A321 aircrafts. The joints occuring at frames 24, 35, 47, 64 and 70.
− Section 11 / 12 Forward Nose Fuselage
− Section 13 / 14 Forward Centre Fuselage
− Section l5 Centre Fuseiage
− Section 16 / Aft Centre Fuselage

− Section 18 Aft Fuselage
− Section 19 Forward Tailcone.
− Section 19.1 Aft Tailcone.
FRA US / T SeG 01.07.02. Page: 114

FUSELAGE A 320
GENERAL
53−00
For example A320

Figure 58 Sectoion Reference Numbers

FRA US / T SeG 01.07.02. Page: 115
FUSELAGE A 319 / 320 / 321
NOSE FWD FUSELAGE
53−10
53 − 10 FORWARD NOSE FUSELAGE

FORWARD NOSE FUSELAGE ( SECTION 11 / 12 )
Description
This section of the fuselage ( frame l to 24 ) contains in its upper forward region
the flight deck and aft of that the entrance area of the forward passenger and
service door.
The Iower region contains the nose Ianding gear bay, the electrics and avionics
bay.
There are no stringers in this section but the frames are pitched at about half
that of the typical pitch in the main fuselage. The aluminium alloy skin panels
are chemically milled.
The skin panels below and above the centre windshield are made of titanium to
provide a good protection against bird impact.
Frames of this section are formed of sheet metal except in the Iower region
where the frames are machined from plate. The nose Ianding gear bay box is
Iocated between frames 9 and 20, it consists of integrally machined panels. A
jacking point is provided at the aircraft centre Iine between frames 8 and 9.
Frame l provides attachment for the machined flat front pressure bulkhead and
a mounting for the radome.
Between frames 16 and 20, below the floor structure, space and structural pro-
visions are made for installation of the optional airstairs.
FRA US / T SeG 01.07.02. Page: 116

FUSELAGE A 319 / 320 / 321
NOSE FWD FUSELAGE
53−10
Figure 59 Nose Fuselage Sec. 11/12

FRA US / T SeG 01.07.02. Page: 117
FUSELAGE A 319 / 320 / 321
FORWARD FUSELAGE
53−20
53 − 20 FORWARD FUSELAGE
Section 14A A321 only
FORWARD FUSELAGE ( SECTION 13 / 14 )
Description
This region of the fuselage Iies between frames 24 and 35. It contains the front
part of the passenger cabin and beneath the cabin floot; the forward freight
compartment. It has, on the starboard side, the forward cargo door.
This section is of conventional construction consisting primarily of chemical
miIIed skin panels, frames and stringers formed from sheet metal. The ends of
the cabin floor cross beams are attached to the frames, supported on each
side of the freight compartment by extruded aluminium alloy struts. In the Iower
region of each frame an aluminium aIIoy structure is installed to support the
cargo floor. The fuselage frames are arranged at regular intervals of 533,3 mm
( 21 in ). The standard frames have a common Z−shaped section made from
formed sheet which provides a continuous structural member attached to the
skin and stringers by sheet metal cleats.
FORWARD FUSELAGE ( SECTION 14A ON A321 )

Description
This region of the fuselage Iies between frames 35.1 and 35.8. It contains also
the front part of the passenger cabin and beneath the cabin floot; the forward
freight compartment. It has, on both sides emergency exits and containers to
carry the slide rafts for this exits. Construction like section 13/14.
FRA US / T SeG 01.07.02. Page: 118

FUSELAGE A 319 / 320 / 321
FORWARD FUSELAGE
53−20
Figure 60 Forward Fuselage Sec. 13/14

FRA US / T SeG 01.07.02. Page: 119
FUSELAGE A 319 / 320 / 321
CENTER FUSELAGE
53−30
53 − 30 CENTER FUSELAGE
CENTER FUSELAGE ( SECTION 15 )
Description
Section 15
This region of the fuselage is Iocated between frames 35 and 47. It provides
part of the cabin together with the integration structure for the wing centre box.
Beneath the cabin floot; it comprises the air conditioning, hydraulic and main
Ianding gear bay in conjunction with a belly fairing. The zone beneath the cabin
floor is unpressurized1 the actual pressure boundary being formed by the upper
skin panels of the centre wing box and a pressure diaphragm extending from
the wing box to frame 46 above the main Ianding gear bay. The forward pres-
sure boundary is formed by the Iower region of frame 35, and the aft boundary
is formed by an inclined pressure bulkhead installation as lower part of frame
46.
Frames
The frames are arranged at regular intervals of 533A mm ( 2l inch ) except in
the emergency exits area. Typical frames between 35 and 47 are machined
except in their upper region where they are formed from sheet metal.
Frames 36 and 42 belong to the centre wing box section 2l ( see description in
chapter 57, paragraph 2 ). This frames transmitte forces between wing center
box and the fuselage.
The main Ianding gear bay panels are chemically miIled, with externally riveted
stringers.
Longitudinal structural continuity of the lower fuselage is maintained by a keel
beam which transmits the overall fuselage bending Ioads. This beam is a box
stiffened by internal ribs, which also provides attachment points for the landing
gear bay doors and door actuators. The beam is attached to frames 35 and
46/47 and to the lower part of the centre wing box.
Skins and Stringers

The upper shell skin panels to the Ievel of the window frames and the lower
side skin shells are chemically milled, with riveted stringers.
The emergency exit panels are chemically milled, with riveted stringers. A320
aircrafts have 4−,.A319’s have 2−,and A321’s have no emergency exits in this
section.
FRA US / T SeG 01.07.02. Page: 120

FUSELAGE A 319 / 320 / 321
CENTER FUSELAGE
53−30
Figure 61 Center Fuselage Sec. 15

FRA US / T SeG 01.07.02. Page: 121
FUSELAGE A 319 / 320 / 321
CENTER FUSELAGE
53−30
Belly Fairing
The belly fairing is a permanent extension to the lower fuselage and is installed
at STA1307 (between FR30 and FR31) thru STA2456/FR53. The structure ex-
tends around the air conditioning and the hydraulic services equipment for the
aircraft.
It gives easy access for maintenance procedures to the equipment. The belly
fairing spans the width of the lower fuselage, between the left and right wings.
The extension of the structure around both wing roots completes the wing−to−
fuselage fillet zone.
The main landing gear bay is installed between FR42 and FR46. When the
landing gear doors are up and locked (landing gear up or fully extended), the
doors complete the belly fairing profile.
The belly fairing structure is made of frames, support struts and skin panels.
Rivets attach the frames to the aircraft lower fuselage. Most of the frames be-
come an extension to the aircraft fuselage frames. They are installed between
FR31 thru FR42 and FR46 thru FR52.
A keel beam gives longitudinal structural strength at the lower center of the
belly fairing. Rivets attach the beam to the bottom of the aircraft keel beam and
to FR47. The belly−fairing keel−beam is installed between FR36 thru FR47.
The belly fairing panels are made of honeycomb core, which is bonded be-
tween Glassfiber−Reinforced Plastic (GRP) sheets. You can remove all the
panels from the structure. Some of them have quick−release fittings for easy
opening or removal to give fast access to the equipment.
A blow−out panel is included in the air conditioning services panel,192KB. If an

overpressure condition occurs in the air conditioning bay, the blow−out panel
will open. The panel is pushed open against spring tension and remains open
until it can be closed by hand during ground maintenance.
FRA US / T SeG 01.07.02. Page: 122

FUSELAGE A 319 / 320 / 321
CENTER FUSELAGE
53−30
Figure 62 Center Fuselage − Belly Fairing

FRA US / T SeG 01.07.02. Page: 123
FUSELAGE A 319 / 320 / 321
REAR FUSELAGE
53−40
53 − 40 REAR FUSELAGE
Section 16A A321 only
AFT FUSELAGE ( SECTION 16 / 17 AND 18 )
Description
This part of the fuselage Iies between frames 47 and 70. To ease production
this part is divided into two sections and jointed together at frame 64.
The forward component ( designated as section l6!l7 ), contains part of the
passenger cabin and beneath the cabin floor the aft freight compartment with
the associated cargo door.
The constructional principles are similar to those of the forward fuselage.
The rear region ( section l8 ) of the aft fuselage contains the rearmost part of
the passenger cabin. It incorporates the port passenger door and the starboard
service door.
The fuselage frames are arranged at irregular intervals between 497 mm and
584 mm.
Frame 66 and 68 which form part of the door surrounding structure of the rear
doors are curved in their plane to match the side shapes of the doors.
FRA US / T SeG 01.07.02. Page: 124

FUSELAGE A 319 / 320 / 321
REAR FUSELAGE
53−40
Figure 63 Fuselage Sec. 16 / 17 / 18

FRA US / T SeG 01.07.02. Page: 125
FUSELAGE A 319 / 320 / 321
CONE / REAR FUSELAGE
53 - 50
53 − 50 CONE / REAR FUSELAGE

TAIL CONE ( SECTION 19 / 19.1 ) There is a central tubular bracing structure which transfers side load from the
tailplane into the upper and lower bracing structure.
Description
Fin Attachment Structure
This section comprises the unpressurized part of the rear fuselage aft of frame
70. lt also inciudes the mounting structure for the fin and horizontal taiiplane The fin attachment fittings are Iocated on frames 70, 72 and 74. They consist
and houses the Auxiliary Power Unit ( A.PU. ). of six fail safe yokes which transmit the fin Ioads via shear bolts into the fuse-
lage frames. This attachment structure is such that should there be a failure of
For the purposes of description it can be divided into two main sections : any bolt or fitting the fail safety of the structure is ensured.
− The section 19 between frames 70 and 77. Two fittings form a mounting assembly for each fin spar at the frame.
− The section 19.1 aft of frame 77. The upper segments of the fin Ioad carrying frames are made of integraliy ma-
Section between Frames 70 and 77 chined plates, the lower segments being fabricated from sheet metai.
This section provides the mounting structure for the fin and tailplane and is of
conventional monocoque design, consisting of skin, riveted stringers and
frames.
The machined frame 70 supports the rear pressure buikhead which is designed
as a pressure diaphragm, made in four segments and having eight radial stiff-
eners.
Between frames 7l and 72 and stringers 27 and 32 on the right hand side is a
door for access into this region of the fuselage.
Tailplane Attachment Structure

The fuselage region between frames 73 and 77 houses the trimming tailplane.
Between frames 74 and 77 there is a Iarge cut−out for this purpose surrounded
by machined beams. A system of diagonal struts is provided on the horizontai

plane in the upper and lower areas of the cut−out to increase the rigidity of this
open section.
Frame 77 carries the tailplane hinge bearing and lateral load fittings. lt also in-
corporates four lugs for the attachment of the removable tail cone unit.
The upper and Iower sections of the machined frame include lugs for the at-
tachment of the vertical side members and those for the tail cone attachment.
Within these arches there is a bracing structure which is connected to exten-
sions on the frame segments. The vertical side members which carry the main
hinge bearings of the tailplane are duplicated and detachable.
FRA US / T SeG 01.07.02. Page: 126

FUSELAGE A 319 / 320 / 321
53 - 50
PRESSURE BULKHEAD
C70
SAFETY
VALVES
ELECTRIC
Z−0
FLIGHT
CONTROLS
ELECTRIC
APU FUEL
HYDRAULIC
( BLUE CIRCUIT )
HYDRAULIC
( GREEN CIRCUIT )
HYDRAULIC
( YELLOW CIRCUIT )
BLEED AIR
Figure 64 Cone/Rear Fuselage Sec. 19

FRA US / T SeG 01.07.02. Page: 127
FUSELAGE A 319 / 320 / 321
53 - 50
Tail Cone Hoisting

Section aft of Frame 77
This section of the fuselage forms the removable tail cone. lts principle function
is to provide a mounting and housing for the APU. lt incorporates in its lower
region the APU air intake and access doors which allow for the mounting, dis-
mantling and inspection of the APU.
This compartment is locally designed to inhibit an accidental fire. Fire walls are
made of titanium and this region of the compartment is double skinned, the in-
ner titanium skin being separated from the outer aluminium alloy skin.
The tail cone is made of frames, stringers and skin plates which are riveted
together. The access door beams and the support struts increase its structural
strength.
You can remove the tail cone from the aircraft as a single unit. It is not pressur-
ized during flight.
Component Description
The tail cone has:
−four main attachment fittings, with two diagonal support struts, installed on the
forward frame FR78. These fittings connect the tail cone to the fuselage,
−two framework fittings on the forward frame FR78. These permit the inspec
tion of the horizontal stabilizer bearings with the tail cone installed, FR 84
−a fail−safe fitting on the top side of the forward frame FR78. This takes the
load if one of the main attachment fittings fail, SELF ADHESIVE DISC
−seven APU attachment fittings for the installation of the APU and it’s related
equipment, B
−hoisting points for the removal and installation of the tailcone.
The APU compartment is a specified fire zone and firewalls close the compart-
ment on all sides. The firewalls are made of titanium sheets. The firewalls have FR 78
cutouts for the APU related components and equipment.
A over−pressure release door releases the pressure in the tail cone if there is a
sudden increase in pressure. The door closes automatically when the pressure
HOISTING LUG
decreases.
A maintenance door ( 314AR ) and two access doors ( 315AL and 316AR ) are
installed in the lower surface of the tailcone. They give access to the APU and
its related components.
FRA US / T SeG 01.07.02. Page: 128

FUSELAGE A 319 / 320 / 321
53 - 50
OVERPRESSURE
RELEASE DOOR
FIREWALL
APU ACCESS DOORS

315AL 315AR
FIREWALL
MAINTENANCE
DOOR 314AR
MAIN ATTACHMENT
FITTING ( TYPICAL )
Figure 65 Tail Cone Sec. 19.1

FRA US / T SeG 01.07.02. Page: 129
NACELLES / PYLON A 319 / 320 / 321
PYLON
54−00
ATA 54 NACELLES / PYLON

GENERAL
AUXILIARY STRUCTURE
Description
Description
The engine mounting pylons are convertible to accept the CFM 56 or
The auxiliary structure houses most of the system components.
IAE V2500 engines.
It is divided into three sections :
The role of the pylon on each wing is:
- The forward section provides the aerodynamic profiie between the engine
- To support the engine; nose cowl upper section and the wing Ieading edge;
- To transmit the loads to the outer wing box; - The centre section provides junction between the main frame and the wing
- To support and route systems between the nacelle and the wing. Iower surfaces;
Each pylon is a box type structure, cantilevered from the wing box with stati- - The aft section improves the aerodynamic contour.
cally determined attachments. It consists of a main frame, auxiliary structure
and main- auxiliary attachment fittings. All engine cowls are attached to the
main frame.
Pylon and pylon fairings are interchangeable between aircraft at the same posi-
tion.
MAIN FRAME
Description
The main frame consists of a fail−safe box, it is composed of main elements
supporting loads and secondary elements reinforcing the box.
The main elements form the resistant frame to which are connected pylon−to−
wing and pylon−to−engine attachment. The frame comprises :
- Four monobloc main ribs ( rib 1, rib 3, rib 4 and rib 1o );
- Two upper spars;
- A Iower spar.
Two panels covering the side faces of the frame form the box. The secondary
elements which include the six secondary ribs.
FRA US / T SeG 01.07.02 Page: 130

PYLON
54−00
Figure 66 Pylon
FRA US / T SeG 01.07.02 Page: 131
PYLON
54−00
PYLON TO WING ATTACHMENT

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

Description
The forward attachment is via a pyramidal shaped mounting. This mounting is
attached to the face of rib 1 and, at its forward end, picks up the front spigot of
the engine. This spigot transmits longitudinal and Iaterai loads, whereas ten-
sion bolts carry the vertical loads.
The convertable rear attachments transmit the lateral and vertical loads to rib3
for the CFM 56 engines and to rib 4 for the IAE V2500 engines by means of
four tension bolts which go through an intermediate double fitting.
FRA US / T SeG 01.07.02 Page: 132

PYLON
54−00
REAR UPPER SPAR

SIDE PANEL
10
7
UPPER SPAR
LOWER SPAR
6
3
V 2500
2
RIB 1 CFM 56
ADAPTOR
FRONT PYRAMID
Figure 67 Convertible Pylon Primary Structure

FRA US / T SeG 01.07.02 Page: 133
PYLON
54−00
NACELLES
General
The hinged cowls are of composite type of construction with the exception of
the inlet cowl Iip and the exhaust nozzle, which are metallic parts.
( For details see chapter 71 ).
FRA US / T SeG 01.07.03. Page: 134

PYLON
54−00
For example IAE V2500

ENGINE MOUNTS
CASCADE THRUST
REVERSER
FAN COWLING
AIR INLET
Figure 68 Engine Nacelles

FRA US / T SeG 01.07.03. Page: 135
STABILIZERS A 319 / 320 / 321
55−00
ATA 55 STABILIZERS
ELEVATORS
HORIZONTAL STABILIZER Description
The elevator is a monolithic box similar in principle to the rudder, composed of
Description
a fuII Iaminated carbon fibre spar and carbon fibre with Nomex core sandwich
The tailplane is composed of a main box, a removable Ieading edge, rear panel assembly. The elevator trailing egde is of aluminium sheet material
shroud panels, two elevators and a tip fairing. The tailplane is of the trimming construction.
type in a range of +4 and −l3.5.
The main box structure comprises two boxes with a center kink joint at rib. 1.
The main box is of carbon fibre composite design it has two spars respectively
Iocated at 23% and 52% chord.
The skins are stiffened by 1 − section stringers and thirteen solid Iaminate
ribs. The centre titanium joint includes a supporting structure in the forward end
for the trunnion nut of the trimming actuator. The ribs n 3 support the fuII Iami-
nate fittings at the rear spar for the hinge bearings of the tailplane.
The removabie Ieading edge is of carbon fibre skin with nomex reinforcement
supported by solid Iaminated ribs and is divided in three spanwise sections. It
is fitted to the outer top and bottom flanges of the front spar by means of tita-
nium fasteners. The forward portion of the Ieading edge is reinforced for hail
and bird impact protection.
The shrouding aft of the rear spar is manufactured from plastic material
( Nomex core, carbon fibre faced ). Within the shrouds are mounted the carbon
fibre Iaminated elevator hinges, the elevator servos as weII as hydraulic piping
and control Iinkages. In the area that requires periodic maintenance the
shrouding has hinged inspection panels.
The tips of the tailplane are of metal construction. They are bolted to the end
ribs of the tailplane box.
FRA US / T SeG 01.07.02. Page: 136

55−00
REAR SUPPORT FITTING

( TYP: )
HINGE ARM
( TYP: )
ACCESS PANEL
( TYP. )
ELEVATOR
( TYP. )
STRUCTURE BOX
CENTER JOINT
JACK SCREW TIP

FITTINGS
3 SECTION
LEADING EDGE
Figure 69 Horizontal Stabilizer

FRA US / T SeG 01.07.02. Page: 137
55−00
VERTICAL STABILIZER ( FIN ) RUDDER

Description Description
The fin comprises a main box, a removable Ieading edge, rear shrouds, a tip The rudder is designed as a single unit with a maximum deflection of 30 to
and single unit rudder. each side. It is attached to the fin box via seven hinges and is operated by
The fin box is of carbon fibre composite design. It has a front and rear spar and three hydraulic servos. The composite rudder hinges are accessible through
an additional short centre spar between the fin root and rib 2. This design has inspection panels. The bearings can be replaced without removing the rudder.
been chosen for fail safety and at Ieast weight. The rudder is manufactured from honeycomb carbon fibre composite faced
Both, the Ieft and right hand panels are fabricated from integrated skins, 1 sec- material similar to that on the A3l0. It consists mainly of one front spar; two
tion stringers, spar caps, rib creats and fully Iaminated fuselage attachment side panels with integrated leading edge and a top and bottom closing rib.
Iugs. The thicknesses of the skins, the stringer flanges and webs are determi-
nated by the stress distributions from the various Ioading cases.
The fin is attached to the fuselage by means of double attachment fittings posi-
tioned at fuselage frames 70, 72 and 74. The attachments consist of a pair of
Iugs connected to the fuselage fittings by fail safe shear bolts to carry the verti-
cal Ioads and a pair of fail safe transverse rods to carry the Iateral Ioads.
The removable Ieading edge is made in three spanwise sections to ease han-
dling of individual parts and thus replacement procedures. It is of sandwhich
type construction. The front part is reinforced for hail and bird impact protec-
tion. The outer fibre Iayer is coated with a speciai paint to prevent erosion and
for static discharge. The Ieading edge section is attached to main box front
spar.
A dorsal fin of glass fibre sandwich construction forms the interface of the fin
Ioading edge to the fuselage contour and provides the continuity of the fin to
fuselage side fairings.
The shrouds aft of the main box rear spar are manufactured from plastic hon-
eycomb material. Rudder hydraulics, control servos, rods and hinge fittings are
located within these shrouds.
The tip of the fin consists of sandwich construction and is bolted to the top rib
of the fin main box.
FRA US / T SeG 01.07.02. Page: 138

55−00
FIN BOX
VERTICAL STABILIZER TIP
LEADING EDGE
RUDDER
DORSAL FIN
TRAILING EDGE
FAIRING
Figure 70 Vertical Stabilizer

FRA US / T SeG 01.07.02. Page: 139
WINDOWS A 319 / 320 / 321
56
ATA 56 WINDOWS
Sliding Windows
FLIGHT DECK
The sliding side−windows are attached to support tracks before they are
Description installed in the frame structure. Installation of the sliding side−window assembly
is made in the cockpit.
Windows are installed in the aircraft cockpit and the cabin. The different types The sliding side−window assemblies are made of two stretched acrylic lami-
and locations of the windows are: nates. Each assembly is set in a moulded silicon−rubber seal.
- the cockpit windows (windshield, fixed and sliding side), The windows are chemically strengthened and are resistant to hail and bird−
- the cabin windows, strike damage. Electrical heating elements give clear vision in all conditions.
- the cabin dummy windows, The sliding side windows have a mechanism to open, close and to lock them.
- the passenger/crew door windows. The crew can use them as emergency exits
Flight Deck Windshields

The flight deck windschield arrangement is designet to ensure maximum visi-
bility with a minimum glazed aerea, protection by heating against bird impact
and adequat ice, rain and mist protection.
The cockpit window−frame assemblies are riveted to the fuselage. The wind-
shields and fixed side windows are installed directly into the frame structure.
Installation is made from the external area of the cockpit.
Each windshield assembly is made of three laminations of toughened glass.

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

WINDOWS A 319 / 320 / 321
56
Sliding Window ( Typical )

FIXED WINDOW
7 DG2
WINDSHIELDS REAR UPPER BELLCRANK

3 DG1 3 DG2
FWD UPPER BELLCRANK
CATCH
WINDOW
FRAME
FIXED WINDOW 7 DG1
SLIDING WINDOW 8 DG1
Windshield ( Typical )
OUTHER FACE PUSHBUTTON
SILIRITE
SEMI - TEMPERED GLASS
HAETING FILM
POLYURETHANE + PVB
ELEC.
CHEMICALLY STRENGTHENED GLASS CONNEC. FWD CARRIAGE
POLYURETHANE + PVB SPRING

SILICON CONTROL
SEAL CHEMICALLY STRENGTHENED GLASS HANDLE
REAR CARRIAGE
PACKER
Figure 71 Cockpit Windows

WINDOWS A 319 / 320 / 321
56
DUMMY WINDOWS
CABIN WINDOWS
The cabin dummy windows are installed in locations where a cabin window is
The cabin windows are 230 mm ( 9.l in ) wide and 330 mm ( 13 in ) high, and blocked with cabin equipment and furnishings, e.g. toilets, galleys, etc.
are fitted between the frames at intervals of 533.4mm ( 21 in ). The Iayout pro- The dummy window is made up of light alloy plate, spacers and a seal.
vides excellent visibility for the passengers in aII seating arrangements.Each
The dummy window is attached to the window frame with a retainer, eyebolts
window is made with two panes.
and nuts.
Each of the two panes can carry the fuII differential cabin pressure ( fail safe ).
The panes are made of stretched acrylic. Their thickness are 9.5 mm for the
outer and 4 mm for the inner pane. DOOR WINDOWS
These panes are mounted in an injection moulded seal and fitted into the
frames by one easily removable retaining ring and six nuts. The window provides viewing out of the aircraft, from outside the aircraft and
enables the following to be seen:
Near the bottom of the inner pane, at the center, there is a small vent hole to
equalise the pressure between the panes in normal operating conditions. How - cabin pressurized
ever; in the event of a failure of the outer pane, the inner pane is capable of - escape slide armed.
carrying the fuII differential pressure.
The window consists of a circular seal, inner and outer acrylic glass panes.
The components of the window are interchangeable.
Window Frames
A hole in the inner pane enables cabin pressure to be maintained in the win-
The main window frame is made from a drop - forging which has a
dow.
T - shaped cross section. To avoid fatigue problems, the window frame is de-
The window assembly is installed in a frame riveted to the outer skin of the
signed on the basis of following criteria:
door. The window is held in position by a retainer bolted to the frame.
- The inner flange of the forging accommodating the panes is free from holes
since it is necessary to keep this flange free from stress raiser to ensure a
good fatigue Iife.
- The outer flange is riveted to the structure and has a varying cross section
which gives a good Ioad diffusion characteristic.
- The third flange is a stiffener and carries the fixation elements.

WINDOWS A 319 / 320 / 321
56
Cabin Window ( Typical ) Dummy Window
WINDOW RETAINER
FRAME
WINDOW FRAME
SEAL
OUTER PANE OUTER
SPACER
OUTER INNER
PLATE SPACER
INNER PANE
Door Window
WINDOW FRAME
WINDOW
SEAL RETAINER
RETAINING RING
Figure 72 Cabin Windows

WINGS A 319 / 320 / 321
GENERAL
57 − 00
ATA 57 WINGS
GENERAL RIB 1 and right RIB . The center wing box has an integral fuel tank. Access to
this fuel tank is through the 2 access doors in the frame 42.
Description
Wing Box
The aircraft wing is a continuousstructure which goes through the fuselage
between frames 36 and 42. It is made in three parts : The main structure of each outer wing is the wing box which tapers from the
- the center wing box ( zone 140 ) wing root to the wing tip. Its front and rear spars extend from RIB 1 to
RIB 27. The rear spar is made in three parts and has joints at RIB 6 and RIB
- the left outer wing ( zone 140 )
22. The wing box has 27 ribs. The ribs are continuous between the front and
- the right outer wing ( zone 600 )
the rear spars. The top surface of the wing box has two skin panels, and the
The center wing box is part of the fuselage and gives attachment points for the
cantilevered outer wings. Each outer wing has a wing box, leading edges and bottom surface has three panels. Each of the wing panels extends forward of
trailing edges and a wing tip. The leading edge has attachments for the slats the front spar and aft of the rear spar.
The leading and the trailing edge structures attach to these projections and to
and the trailing edge has attachments for the main landing gear, aileron, flaps
the front and rear spars. Stringers give strength to the top and the bottom skin
and spoilers.
panels.
A wingtip fence is installed on the wingtip.
The wing box makes an integral fuel tank and a vent surge tank. 21 access
Components panels in the lower skin give access to the fuel tank and the vent surge tank.
The main Component of the wing are : The wing box also has attachments for :
- The center wing - the leading edge and the leading edge devices
- the outer wing - the wing tip and the wingtip fence
- the wing box - the trailing edge and the trailing edge devices
- the wing tip - the engine mounting pylons
- the leading edge and leading edge devices - the main landing gear.
- the trailing edge and trailing edge devices Outer Wing
- the aileron
- the spoilers Each outer wing includes :
- the wing box
Center Wing Box - the wing tip
The center section of the wing extends from L / H RIB 1 to R / H RIB 1 - the leading edge and the leading edge devices
across the width of the fuselage between frame 36 and 42 and forms an inte- - the trailing edge and the trailing edge devices.
gral fuel tank.
Center wing box includes :
- the front and rear spar at ( frames 36 and 42 )
- the upper and lower skin panels
- the two main frames ( frames 36 and 42 )
- a set of 54 integral carbon fibre rods
- the left RIB 1 and right RIB 1
the center wing has attachement for the left and right outer wings at the left
FRA US / T SeG 02.07.02. Page: 144

WINGS A 319 / 320 / 321
GENERAL
57 − 00
CENTER WING
ROOT RB 1
ROOT RB 1
FR 36
LEFT OUTER WING RIGHT OUTER WING
LEADING EDGE DEVICES LEADING EDGE DEVICES
SURGE VENT TANK SURGE VENT TANK

RIB 22
RIB 22
FR 42
RIB 27
RIB 27
REAR SPAR REAR SPAR
FRONT SPAR FRONT SPAR

SPOILER SPOILER
AILERON TRAILING EDGE DEVICES TRAILING EDGE DEVICES AILERON
Figure 73 Wings
FRA US / T SeG 02.07.02. Page: 145
WINGS A 319 / 320 / 321
GENERAL
57 − 00
WING COMPONENTS
Wing Tip
The wing tip is installed at Rib 27. The wingtip fence attaches to the outboard The trailing edge devices are :
end of the wing tip. -the two trailing edge flaps
- the aileron
Leading Edge and Leading Edge Devices - the five spoilers.
The leading edge assembly is forward of the front−spar of the wing−box.
It includes the inboard and the outboard leading − edge assemblies and the Trailing Edge Flaps
top and the bottom panels. The inboard and outboard leading − edge assem- The inboard and the outboard flaps are installed on the trailing edge of the
blies have their D − noses and panels installed on ribs which attach to the front wing. The inboard flap is between RIB 1 and RIB 9 and the outboard
spar. flap is between RIB 9 and RIB 22.
The hold−down devices and the rotary actuators ( for Slat 1 tracks 2 and 3 ) On A321 the trailing edge flaps are equiped with tabs.
are on other ribs. The leading edge devices are the five slats.
Aileron
Leading Edge Slats The aileron is installed on the trailing edge of the wing, between RIB 22 and
The leading edge slats are installed on the wing as follows : RIB 27.
- Slat 1 is between RIB 2 and RIB 7
- Slat 2 is between RIB 8 and RIB 12 Spoilers
- Slat 3 is between RIB 12 and RIB 17 There are five spoilers installed on the upper surface of each wing, forward of
- Slat 4 is between RIB 17 and RIB 22 the trailing edge flaps. Spoiler 1 is installed between RIB 5 and RIB 9. Spoil-
- Slat 5 is between RIB 22 and RIB 27. ers 2 thru 5 are installed between RIB 10 and RIB 22.
Trailing Edge and Trailing Edge Devices Materials

The trailing edge structure is aft of the rear spar of the wing box and includes The outer − wing main − box structure and the slats are made of
the inner, mid and outer rear − spar trailing − edges. high − grade aluminium alloys.
The inner rear − spar trailing − edge includes : The ailerons, flaps, spoilers and fairings are made of Carbon Fiber Reinforced
- the shroud box Plastic ( CFRP ).
- the overwing panel Titanium alloys and steel alloys are used where necessary.
- the fixed shroud
- the underwing panel. Protective Treatment

This is given in Protective Treatment ( Ref. 51−21−00 ).
The mid and outer rear − spar trailing − edges include :
Paint Coatings
- the hinge ribs This is given in Paint Coatings ( Ref. 51−23−11 ).
- the intermediate ribs
- the actuating − cylinder brackets Outer Wing Tank Sealing
- the top and bottom panels The fuel tanks are sealed, while the outer wing is being assembled.
- the trailing − edge support structures.
FRA US / T SeG 02.07.02. Page: 146

WINGS A 319 / 320 / 321
GENERAL
57 − 00
SLAT 1
OVERWING PANEL
SHROUD BOX
SLAT 2
SLAT 3 INNER FLAP
MAIN STRUCTURE FLAP TRACK 2

FAIRING
SPOILER 1
SLAT 4
FLAP TRACK 3
FAIRING
SPOILER 2
SLAT 5 SPOILER 3
FLAP TRACK 4
FAIRING
SPOILER 4
SPOILER 5
AILERON
WING TIP
Figure 74 Wing Components

FRA US / T SeG 02.07.02. Page: 147
WINGS A 319 / 320 / 321
MAIN STRUCRURE
57 − 20
Ribs
MAIN STRUCTURE There are 27 ribs, machined from aluminum alloy, installed in the wingbox
The main structure of the outer wing is the wing box, which tapers from wing of each outer wing. Each rib is continuous between the front and rear
root ( RIB 1 ) to wing tip ( RIB 27 ). It also makes the integral fuel tank and spars.
the vent surge tank . Access into the wing box is through theaccess panels in The center−wing to outer−wing joint is made at STA 0 / RIB 1, which
the bottom skin. closes the center wing box.
Component Location RIB 22 and RIB 27 make the other lateral boundaries of the fuel and vent
tanks.
The wing box is made of :
- the wing spars ( front and rear ) Between RIB 1 and RIB 2 the fuel collector tank is bilt.Rib 2 has two hinged
- the ribs access doors, which are kept closed with springs (access to collector tank).
- the top and bottom skin−panels On the A319/A320 only the RIB 15 splits the fuel tank into inner- and outer
- the top and bottom stringers cell.
- the wing − root joint.
Spars
Attached to the wing box are : The rear spar is made from three parts. These are the inner, the middle and
- the fixed partitions ( slat cans ) the outer sections. Joint plates connect these sections together to make a con-
- the attachment fittings tinuous structure. The joints are made at RIB 6 and RIB 22. The rear spar is
- the access panels machined to include :
- the jacking point and the drip fence - a horizontal stiffener ( crack retarder )
- vertical web stiffeners
- reinforced holes for the components of the fuel system
Wing Box - a reinforced jacking point at RIB 9.
The wing box makes the integral fuel tank and the vent surge tank. The front spar is made as a single piece, to include :
Sealed inter − spar ribs separate these tanks. The primary sealing of the - a horizontal stiffener ( crack retarder )
tanks is made through the mechanical attachment of the structure. Interfay - vertical web stiffeners
sealants are used at the tank edges. - a reinforced hole at each slat track position
Each outer wing fuel tank also has a closed area, made between RIB 1 and - reinforced holes for the components of the fuel system
RIB 2, which is a collector cell for the main fuel pumps - an opening for the build door between STA0 / RIB 1 and STA 700 / RIB 2,
On each wing there are two dry bays, which are inboard of the engine,
for theinstallation of the outer wing to the centre box.

immediately behind the front spar. The larger of the bays is between ribs
RIB 5 and RIB 6. A short rib, RIB 6B, makes the outboard end of the smaller Top / Bottom Skin Panels
bay. The top and the bottom surfaces of the wing box are made of skin panels
Sealing blocks and seals prevent fuel leakage into the dry bays between machined from aluminum alloy.
the stringers and the top and bottom skin panels. There are two panels on the top skin and three panels on the bottom skin.
Two holes in the front spar give access into the dry bays. They are closed
with closing plates. To increase their strength, the panels have stringers machined from aluminum
alloy extrusions. Joint straps, made of aluminum alloy, connect the panels. In-
terference bolts attach the panelsto the ribs and the spars.
FRA US / T SeG 02.07.02. Page: 148

WINGS A 319 / 320 / 321
MAIN STRUCRURE
57 − 20
DRY BAY
STRINGERS
TOP SKIN PANEL 1
TOP SKIN PANEL 2
REAR SPAR TOP SKIN PANEL 2 TOP SKIN PANEL 1

INNER SECTION
A
FRONT
REAR SPAR SPAR
MIDDLE SECTION
REAR
SPAR
BOTTOM SKIN
REAR SPAR PANEL 1
OUTER SECTION BOTTOM SKIN BOTTOM SKIN
PANEL 3 PANEL 2 STRINGER
Figure 75 Outer Wing Box

FRA US / T SeG 02.07.02. Page: 149
WINGS A 319 / 320 / 321
LEADING EDGE
57 − 40
57 − 40 LEADING EDGE AND LEADING EDGE DEVICES

L/E SLATS & TRACKS
Drains
Description
The leading edge is forward of the front spar of the wing box, between the There are drainholes in the lower surface of the wing, to drain the leading edge
wing root and the wing tip. The leading edge has a fixed structure and five and other structures.
devices which are movable control surfaces. There are two sets of drainholes in the lower wing surface to drain liquid
that can collect inside the leading edge.
Component Location The drainholes are :
The fixed structure is between RIB 1 and RIB 27. - in some of the leading edge access panels
The five movable devices are : - in the lower wing skin forward of the front spar.
- Slat 1, inboard of the engine pylon Single drainholes drain liquid from other areas of the wing structure.
- Slats 2 thru 5, outboard of the engine pylon They are :
- in the wing tip structure at the leading edge
Leading Edge - between the two outer manholes
The leading edge is a fixed structure of ribs and riblets to which nose skins are - in the access panels 574BB ( 674BB ) and 574AB ( 674AB ) on each
attached. The structure is strengthened by sub − spars. The five slats are con- side of the No. 2 flap track fairing
nected, through the slat tracks, to the fixed structure.
These systems are also installed in the leading edge : Slat Track and Dry Bay Drains
- the drive mechanism for the slats The leading − edge slat tracks go through holes in the front spar. Track cans
- the ducting for the engine bleed air are attached to the front spar and isolate the tracks from the wing fuel tanks.
- electrical, hydraulic and pneumatic installations Liquid from the slat tracks collects in the cans and then flows down drain−pipes
- the environment protection system, between the wing root and RIB 12 to drain − holes in the bottom skin.
- the ice protection system, which supplies Slats 3 thru 5 At track 4 in both wings there is a dry bay and no cans.
Slats Liquidfrom these tracks falls to the bottom skin and then flows out from the
The five slats ( slat 1 thru slat 5 ) are edge shaped aluminum alloy structures. drain − holes.
They are extended or retracted to give the correct lift to the aircraft.
The drive system for the slats is electrically controlled. It uses hydraulic power
to turn pinions installed in the fixed leading edge. The movement is transferred
to the slats by racks attached to the slat tracks.
Each slat has a main rivetted structure of top and bottom skin panels and
end ribs. The structure is strengthened by intermediate ribs, a girder and
a top skin stringer. A trailing edge structure closes the aft edge of the
slat and completes the aerodynamic profile. Slat track ribs give attachment
points for the slat tracks.
FRA US / T SeG 02.07.02. Page: 150

WINGS A 319 / 320 / 321
LEADING EDGE
57 − 40
SLAT 1
SLAT 2
SLAT 3
SLAT 4
FRONT SPAR
SLAT 5
CAN
A
SLAT EXTENDED
TRACK CAN
DRAIN PIPE
BOTTOM SKIN
PINION DRAIN HOHLE

TRACK ( NOT ON TRACK 1&4 )
ROLLER
( TYPICAL )
Figure 76 Leading Edge and Leading Edge Devices

FRA US / T SeG 02.07.02. Page: 151
WINGS A 319 / 320 / 321
TRAILING EDGE
57-50
57 − 50 TRAILING EDGE AND T/E. DEVICES

TRAILING EDGE FLAPS A 321 Trailing Edge Devices
There are eight trailing edge devices which are movable control surfaces.
General They are :
The trailing edge is aft of the rear spar of the wing box, between the wing - the inboard double - slotted flap, the outboard double - slotted flap ( not
root and the wing tip. The trailing edge has a fixed structure and eight shown ), an aileron, the spoilers 1 thru 5.
movable control surfaces.
The trailing edge devices are connected to brackets installed on the
Component Locations fixed structure. The inboard and outboard flaps are a ” double - slotted ”
The fixed structure is between RIB 1 and RIB 27. It has type, with in set tabs to increase the control surface area. The flaps
attachments for the movable control surfaces and their drive mechanisms. The are connected together by a ” Z ” coupling.
control surfaces are : There is an interconnecting strut between the flaps installed.
- the inboard ( double - slotted ) flap
- the outboard ( double - slotted ) flap
- the aileron
- the spoilers 1 thru 5
Trailing Edge Structure

The main components of the trailing edge structure are :
- the overwing and underwing panels
- the fixed shroud and shroud box
- the rear false spar.
The fixed structure also has attachments for the :
- main landing gear
- movable control surfaces
- engine pylon
A 319 / 320 Trailing Edge Devices
There are eight trailing edge devices which are movable control surfaces.
They are :
- inboard flap, outboard flap, an aileron, five spoilers.
The trailing edge devices are connected to brackets installed on the fixed
structure.The inboard flap and the outboard flap are of the fowler type.
Each flap is attached to two carriages. There is an interconnecting strut bet-
ween the flaps installed.
FRA US / T SeG 02.07.02. Page: 152

WINGS A 319 / 320 / 321
TRAILING EDGE
57-50
MAIN LANDING
GEAR ATTACHMENT SEAL ASSY
DRIVE TRUNNION
TRAILING INBD FLAP A321

EDGE ( TYPICAL )
ECCENTRIC
SPOILER 1 SPHERICAL
HINGE BEARING
FITTING
FLAP TAB
DRIVE STRUT ASSY

SPOILER 2 TRACK 1
HINGE
FITTING
ROTARY ACTUATOR
ATTACHMENT
SHROUD BOX
SPOILER 3
HINGE
FITTING TRACK 2 SEAL ASSY
DRIVE TRUNNION SEAL ASSY
DRIVE STRUT ASSY
FLAP DRIVE 2 TRACK 2
BRACKET
SPOILER 4 INTERCONNECTING
HINGE STRUT
FITTING
TRACK 3
INBD FLAP A319 / 320

SPOILER 5
( TYPICAL )
HINGE
FITTING
FLAP DRIVE 3
BRACKET
TRACK 4 TRAILING
EDGE
DRIVE STRUT ASSY
TRACK 1
FLAP DRIVE 4
BRACKET
ROTARY ACTUATOR
ATTACHMENT
AILERON SUPPORT
STRUCTURE
DRIVE STRUT ASSY
TRACK 2
SEAL ASSY
Figure 77 Trailing Edge and T/E Devices

FRA US / T SeG 02.07.02. Page: 153
WINGS A 319 / 320 / 321
AILERONS
57 − 60
57 − 60 AILERONS
GENERAL
Description
The aileron is installed on the fixed structure of the trailing edge. It is
connected to the outer rear spar between RIB 22 and RIB 27.
The aileron is controled up or down to control roll. Also spoilers 2 thru 5 exten-
ded or retracted to control roll.
The aileron drive mechanism is electrically controlled and uses hydraulic power
to move the control surface.
The aileron is a wedge - shaped structure and has these resin impregnated
carbon fiber components :
- inboard and outboard end ribs
- Internal ribs
- top and bottom skins, with honeycomb cores
- spar.
The top and bottom skins and the end ribs of the aileron make a wedge - sha-
ped stucture.
It is strengthened by the internal ribs and the spar. Seven machined aluminum
alloy brackets are attached to the spar.
Two of the brackets connect to actuators which are installed on the fixed
structure of the trailing edge. The other five are hinge brackets.
Also attached to the spar are aluminum alloy diaphragms and plate seals,
which make a smoother air flow around the aileron.
There are two inspection holes in the spar.

On the ends of the aileron there are silicon rubber seals attached to the top
and bottom skins. Four static dischargers and retainers are mounted at the
trailing edge of the aileron. Gaps between the aft - edges of the ribs and the
channel help the aileron to drain.
FRA US / T SeG 02.07.02. Page: 154

WINGS A 319 / 320 / 321
AILERONS
57 − 60
TYPICAL SECTION
TOP SEAL
TOP SKIN
C
CHANNEL
INBOARD C BOTTOM SEAL

END RIB RIBS
HONEYCOMB DRAINAGE
CORE PATH
TRAILING EDGE
WEDGE
TOP SKIN
HINGE
BRACKET
STATIC DISCHARGERS
JACK BRACKETS HINGE

BRACKET
SPAR
BOTTOM SKIN
HINGE
BRACKETS
OUTBOARD
END RIB
Figure 78 Aileron
FRA US / T SeG 02.07.02. Page: 155
WINGS A 319 / 320 / 321
SPOILERS
57 − 70
57 − 70 SPOILERS
GENERAL
General
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the rear false spar, inboard of the kink position.
Spoilers 2 thru 5 are connected to the middle and outer sections of the rear
spar, outboard of the kink position.
The spoilers are extended or retracted for these functions :
- roll function
- speedbrake function
- ground spoilers function.
The drive mechanism of the spoilers is electrically controlled
and uses hydraulic power to extend or retract the spoiler surfaces
The spoilers are wedge - shaped structures. They have carbon - fibre top and
bottom skins, sides and a trailing edge profile, bonded to a honeycomb core.
They are connected by aluminum - alloy attachment fittings and hinges to the
rear spar and rear false spar.
FRA US / T SeG 02.07.02. Page: 156

WINGS A 319 / 320 / 321
SPOILERS
57 − 70
A 319 / 320 A 321
RUBBING STRIP
HONEYCOMB
CORE
TRAILING EDGE
PROFILE
INBOARD HINGE
ACTUATOR
ATTACHMENT
FITTING
CENTER
HINGE
OUTBOARD HINGE
Figure 79 Spoilers
FRA US / T SeG 02.07.02. Page: 157
TABLE OF CONTENTS
ATA 06 DIMENSIONS AND AREAS . . . . . . . . . . . . 1 TOWING WITH THE NOSE GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
09 − 20 DANGEROUS ENG. AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
06−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EXHAUST AND SUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
AIRCRAFT DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUSELAGE DATUM LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
06−20 ZONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ATA 10 PARKING &
MAJOR ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MOORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
MAJOR - SUB − ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
UNIT-ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
NLG & MLG SAFETY DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
06−30
SECTIONS/STATIONS/FRAMES . . . . . . . . . . . . . . . . . . . . . . 14
SECTION NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
06−40 ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ACCESS PANELS AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 52 − 00 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
A 319 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ATA 07 LIFTING AND A 320 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
SHORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 A321 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
SERVICE & MAINTENANCE ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . 42
JACKING FOR A / C MAINTENANCE OPERATIONS . . . . . . . . . . . . 18
52 - 70 DOOR IND / WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
LANDING GEAR LIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
ECAM DOOR PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
ATA 08 LEVELING & INDICATION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
WEIGHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 52 − 71 DOOR IND. / WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
LEVELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
52 − 10 PASSENGER / CREW DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
WEIGHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
PASSENGER & CREW DOORS CONTROLS . . . . . . . . . . . . . . . . . . . . 48
ATA 09 TOWING AND TAXIING . . . . . . . . . . . . . . . . 24 ATA52 - 10 PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
PAX-DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 52 − 11 PASSENGER / CREW DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
LIMIT LOADS AND ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
SPEED LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DOOR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Page i
TABLE OF CONTENTS
DAMPER ACTUATOR / EMERGENCY CYLINDER . . . . . . . . . . . . . . . 56 ATA 51 STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . 110
EMERGENCY ESCAPE SLIDE RELEASE MECHANISM . . . . . . . . . . 58
52 − 20 EMERGENCY EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 51 − 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
EMERGENCY EXITS GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 GENERAL CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
EMERGENCY EXIT HATCHES A319 / A320 . . . . . . . . . . . . . . . . . . . . . 62 STRUCTURAL PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
LOCKING MECHANISM OF EXIT HATCHES . . . . . . . . . . . . . . . . . . . . 64 STANDARD PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
SLIDE RELEASE MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
EMERGENCY EXIT DOORS A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ATA 53 FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 114
52 − 71 DOOR IND. / WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
PROXIMITY SWITCHES ON PAX. / CREW DOORS, EMERGENCY GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
DOORS (A321) AND 53 − 10 FORWARD NOSE FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
AVIONIC DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
FORWARD NOSE FUSELAGE ( SECTION 11 / 12 ) . . . . . . . . . . . . . 116
CABIN OVERPRESSURE WARNING LIGHT . . . . . . . . . . . . . . . . . . . . 74
SLIDE ARMED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 53 − 20 FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
EMERGENCY EXIT WARNING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 78 FORWARD FUSELAGE ( SECTION 13 / 14 ) . . . . . . . . . . . . . . . . . . . 118
FORWARD FUSELAGE ( SECTION 14A ON A321 ) . . . . . . . . . . . . . 118
52 - 30 CARGO DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 53 − 30 CENTER FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
CARGO COMPARTMENT DOORS ( CONFIG 1 ) . . . . . . . . . . . . . . . . 84 CENTER FUSELAGE ( SECTION 15 ) . . . . . . . . . . . . . . . . . . . . . . . . . 120
CARGO COMPARTMENT DOORS ( CONFIG 2 ) . . . . . . . . . . . . . . . . 92 53 − 40 REAR FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 AFT FUSELAGE ( SECTION 16 / 17 AND 18 ) . . . . . . . . . . . . . . . . . . 124
52 − 35 CARGO DOOR ELECTRIC CONTROL . . . . . . . . . . . . . . . . . . . . 102 53 − 50 CONE / REAR FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
ELECTRICAL CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 TAIL CONE ( SECTION 19 / 19.1 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
52 − 36 CARGO DOOR HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . 104
SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
ATA 54 NACELLES /
PYLON 130
52 − 33 BULK CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
BULK CARGO DOOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 108 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 MAIN FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
DOOR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 AUXILIARY STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
DOOR SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 PYLON TO WING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 ENGINE TO PYLON ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
BALANCE MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 NACELLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Page ii
TABLE OF CONTENTS
ATA 55 STABILIZERS . . . . . . . . . . . . . . . . . . . . . . . . 136
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
ELEVATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
VERTICAL STABILIZER ( FIN ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
ATA 56 WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

FLIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
DUMMY WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
DOOR WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
ATA 57 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
WING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
MAIN STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
57 − 40 LEADING EDGE AND LEADING EDGE DEVICES . . . . . . . . . . 150
L/E SLATS & TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
57 − 50 TRAILING EDGE AND T/E. DEVICES . . . . . . . . . . . . . . . . . . . . . 152
TRAILING EDGE FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
57 − 60 AILERONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
57 − 70 SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Page iii
TABLE OF FIGURES
Figure 1 Fuselage Length Differences . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 35 Passenger / Crew Door Switches . . . . . . . . . . . . . . . . . . 74
Figure 2 Fuselage Datum Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 36 A321 Emergency Exit Doors . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 A 320 Major Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 37 Avionic Compartment Doors Switches . . . . . . . . . . . . . . 76
Figure 4 Major Sub Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Cabin Overpressure Warning Light Logic . . . . . . . . . . . . 78
Figure 5 Fuselage Major−, Major Sub− and Unit − Zones . . . . . . . 11 Figure 39 Slide ARMED Warning Light Logic . . . . . . . . . . . . . . . . . . 80
Figure 6 A 321 Door Zone Numbers . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 40 SLIDE ARMED Indicator Light . . . . . . . . . . . . . . . . . . . . . 82
Figure 7 Section Reference Numbers . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Emergency Exit Hatch Switches . . . . . . . . . . . . . . . . . . . . 83
Figure 8 Access left side Radome, Avionic Compartments, Nose Figure 42 Cargo Compartm. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Cargo Compartment Door Config. 1 . . . . . . . . . . . . . . . . 88
Figure 9 Aircraft Jacking Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Figure 10 NLG and MLG Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Figure 11 Leveling Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Cargo Door Prox. Switches . . . . . . . . . . . . . . . . . . . . . . . . 94
Figure 12 MLG Towing of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Cargo Compartment Door Config. 2 . . . . . . . . . . . . . . . . 96
Figure 13 Towing of A 319 / 320 / 321 ) . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 14 A 319 / 320 / 321 − Towing / Pushing . . . . . . . . . . . . . . . 29 Figure 49 Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 15 N / W − Steering Deactivation Electrical − Box . . . . . . 31 Figure 50 Cargo Door Prox. Switches . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 16 Dangerous Engine Areas . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Electro Manual Selector Valve . . . . . . . . . . . . . . . . . . . . . 104
Figure 17 Protective Equipment Covers . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Figure 18 Gear Safety Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Cargo Door Hydraulic Schematic . . . . . . . . . . . . . . . . . . . 108
Figure 19 A320 Passenger, Crew and Service Doors . . . . . . . . . . 39 Figure 54 Electro Manual Selector Valve . . . . . . . . . . . . . . . . . . . . . 110
Figure 20 A 321 Passenger, Crew and Service Doors . . . . . . . . . 41 Figure 55 Bulk Cargo Door Mechanism . . . . . . . . . . . . . . . . . . . . . . 112
Figure 21 Service and Maintenance Doors / Panels . . . . . . . . . . . 43 Figure 56 A 320 Major Structual Components . . . . . . . . . . . . . . . . 114
Figure 22 ECAM Door Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Composite Material Application . . . . . . . . . . . . . . . . . . . . 116
Figure 23 A320 Door Warning − Schematic . . . . . . . . . . . . . . . . . . 47 Figure 58 Sectoion Reference Numbers . . . . . . . . . . . . . . . . . . . . . . 118
Figure 24 Passenger / Crew Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Nose Fuselage Sec. 11/12 . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 25 Passenger / Crew Door Operation . . . . . . . . . . . . . . . . . 51 Figure 60 Forward Fuselage Sec. 13/14 . . . . . . . . . . . . . . . . . . . . . . 122
Figure 26 Control Mechanism Passenger / Crew Doors . . . . . . . 53 Figure 61 Center Fuselage Sec. 15 . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Figure 27 Door Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Center Fuselage − Belly Fairing . . . . . . . . . . . . . . . . . . . . 126
Figure 28 Damper Actuator / Emergency Cylinder . . . . . . . . . . . . . 57 Figure 63 Fuselage Sec. 16 / 17 / 18 . . . . . . . . . . . . . . . . . . . . . . . . 128
Figure 29 Emergency Slide Release Mechanism . . . . . . . . . . . . . . 59 Figure 64 Cone/Rear Fuselage Sec. 19 . . . . . . . . . . . . . . . . . . . . . . 130
Figure 30 A319 / A320 Emergency Hatches . . . . . . . . . . . . . . . . . . 61 Figure 65 Tail Cone Sec. 19.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 31 A319 / A320 Emergency Exit Hatches . . . . . . . . . . . . . . 63 Figure 66 Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Figure 32 A319 / A320 Emergency Exit Hatches . . . . . . . . . . . . . . 65 Figure 67 Convertible Pylon Primary Structure . . . . . . . . . . . . . . . . 136
Figure 33 A319 / A320 Flex. Ctr. Cable Test Tool . . . . . . . . . . . . . . 67 Figure 68 Engine Nacelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Figure 34 A321 Emergency Exit Doors . . . . . . . . . . . . . . . . . . . . . . . 72 Figure 69 Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Page iv
TABLE OF FIGURES
Figure 70 Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Figure 71 Cockpit Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Figure 72 Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Figure 73 Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Figure 74 Wing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Figure 75 Outer Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Figure 76 Leading Edge and Leading Edge Devices . . . . . . . . . . . 154
Figure 77 Trailing Edge and T/E Devices . . . . . . . . . . . . . . . . . . . . . 156
Figure 78 Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Figure 79 Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
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Training Manual

A 319 / 320 / 321

ATA 51−57 STRUCTURES

Lufthansa Issue: Juli 2002

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

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ATA 06 DIMENSIONS AND AREAS

This chapter defines :

Dimensions and Areas see 06 − 10

FRA US / T SeG 01.07.02 Page: 1

Fuselage: A319 − 100 A320 − 200 A321−100/ 200

Width 3.950 m 155.5118 ft

Wings: A319 A320 A321

Span 33.913 m 111.2631 ft

Stabilizers: A319 A320 A321

Area of THS 31 m 2 333.68 ft 2

Height 11.75 m 11.76 m

Weights: A319 A320 A321

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Figure 1 Fuselage Length Differences

FUSELAGE DATUM LINES

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

” Z ” means a horizontal distsances from any point to aircraft centerline

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Coordinate − Origin Reference Planes

Figure 2 Fuselage Datum Lines

The aircraft is divided into zones as follows :

− 100 Lower half of the fuselage to aft pressure bulkhead

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800 800 200 800

800 700 100 700 800

Figure 3 A 320 Major Zones

MAJOR - SUB − ZONES

from front to rear and

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230 240 250 310

190 190 190

Figure 4 Major Sub Zones

from front to rear

For Example : 162

1 − major-zone 100 = identifies the range below center line.

NOTE : − Wings, Stabilizers and Engine Nacelles have similar major-sub-

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211 223 233 141 253 145 253 263 325

Figure 5 Fuselage Major−, Major Sub− and Unit − Zones

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LEFT HAND SIDE

831 833 834 832

RIGHT HAND SIDE

844 843 841

826 825 822

Figure 6 A 321 Door Zone Numbers

distance in millimeters, measured from a station point ” 0 ”. For the Fuselage it

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Figure 7 Section Reference Numbers

MAJOR ZONE 100

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Access Panel Identification

ATA 07 LIFTING AND SHORING

WARNING : the SAFETY STAY is removed before you do landing gear

extension and retraction tests. Damage to the fuselage

WARNING : Perf. AMM Task 32−00−00−860−001 Flight Config. Precaut.