A320 Structure Description

STRUCTURE TRAINING MANUAL STRUCTURE MAINTENANCE FOR TECHNICIANS

1 - A319 / A320 / A321 STRUCTURE STRUCTURE DESCRIPTION DESCRIPTION

1 - A319 / A320 / A321 STRUCTUR STRUCTURE E DESCRIPTION DESCRIPTION 1.2. DOORS PASSENGER AND CARGO COMPARTMENT DOORS

General Passenger Doors A319 / A320 Emergency Exit Doors A321 Emergency Exit Doors Cargo Compartment Doors Bulk Cargo Doors

DATE: JUNE 2003

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PASSENGER AND CARGO COMPARTMENT DOORS General

The fuselage has four passenger doors, doors, four additional emergency exits in the cabin for the A320 / A321 A321 and two for the A319, crew emergency exits, two cargo compartment doors plus one bulk cargo compartment door on the A320 / A321, landing gear bay doors. Necessary access for servicing servicing and maintenance is also provided.

BULK CARGO DOOR DOOR AFT CARGO DOOR

FWD CARGO DOOR

FWD PASSENGER DOOR

AFT PASSENGER DOOR

OVERWING EMERGENCY EXITS

CREW DOOR

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PASSENGER & CARGO DOORS - Gene nera rall

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Passenger Doors

Each of the four doors is 0,81 m (32 in) wide and 1,85 m (73 in) high (clear opening dimension), and and has an observation window. The doors are of fail safe plug-type construction and are impossible to open in normal cruise flight with the aircraft pressurized.

Frames

16 20

PASSENGER & CARGO DOORS - Pa Passe ssenge ngerr / Cre rew w Door Doors s - Lo Loca catio tion n

66 68

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Passenger Doors (cont’d)

The door structure is conventional, consisting primarily of an outer skin, a surrounding frame and an inner skin. There is an internal structure of webs and inter-costals to provide rigidity for the doors and fixing points for the hinge and locking mechanisms. The loads resulting from cabin pressure are transferred by 7 stops located on each side of the door. A rubber pressure seal is installed around the periphery of the door and a sealing section on the door frame.

Outer skin

Outer Skin

Aluminum alloy alloy (2024)

View A

Edge members Sealed housing Door stops

A

Inner skin (not shown)

Rooler guide

Beams

Cross members (frame segments)

PASSENGER & CARGO DOORS - Pa Passe ssenge ngerr / Cre rew w Doors Doors - Loc Locat ation ion (con (contt ’d)

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1 - A319 / A320 / A321 STRUCTURE DESCRIPTION


Aluminum alloy (2024 / 7175) Outer skin

Cross-members View A

Beam 7 A Beam 6

Beam 5

Beam 4 Typical construction (FWD Doors) Beam 3

Beam 2

Beam 1

PASSENGER & CARGO DOORS - Passenger / Crew Doors - Location (cont ’d)

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Beams & Junction plates Aluminum alloy (7175) View B Beam 7 B Beam 6

Beam 5

Beam 4 Typical construction (FWD Doors) Beam 3

Beams Beam 2 Junction plates Beam 1


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Edge Members

Fitting

Plate Aluminum alloy (2024) View C

C

Channel seal

FWD edge member Typical construction (FWD Doors) Aft edge member


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A319 / A320 Emergency Exit Doors A319

Two additional type III emergency exits, one on each side of the fuselage, are provided over the wing between frames 40 and 41. They are 1,02 m (40 in) high and 0,51 m (20 in) wide. These emergency exits are of conventional plug type construction and contain a standard size passenger cabin window. A320

Four additional type III emergency exits, two on each side of the fuselage, are provided over the wing between frames 38 and 39 and between frames 40 and 41. They are 1,02 m (40 in) high and 0,51 m (20 in) wide. These emergency exits are of conventional plug type construction and contain a standard size passenger cabin window. These emergency exits are of conventional plug-type construction and are operated like the passenger doors. The slide (optionally slide raft) is installed in a compartment below each door.

40 41 Beam 1

Beam 2 38 39

40 41

Window frame

Beam 3

A320

Beam 4

Beam 5

Beam 6

PASSENGER & CARGO DOORS - A319 / A320 Emergency Exit Doors

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A321 Emergency Exit Doors A321

Four additional type “C” emergency exits, two on each side of the fuselage, are provided on the fuselage sections 14A and 16A between frames 35.1 and 35.3A and between frames 47.2A and 47.4. They are 1,52 m (60 in) high and 0,76 m (30 in) except for the left hand side exit in section 14A which has a height of 1,85 m (73 in). These emergency exits are of conventional plug-type construction and are operated like the passenger doors. The slide (optionally slide raft) is installed in a compartment below each door.

Section 14A Door size: 73 ’’ x 30 ’’

35.1

35.3A

47.2A 47.4


LH side


47.4

47.2A

35.3A 35.1


RH side

PASSENGER & CARGO DOORS - A321 Emergency Exit Doors

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Cargo Compartment Doors

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

FWD FWD cargo door A320 / A321

Fr. 24A Fr. 28

AFT car go d oor

Fr. 52A Fr. 56 Bulk Cargo door

Fr. 60 Fr. 62 FWD cargo door A319

Fr. 24A

AFT car go d oor

Fr. 28

Fr. 24A

FWD cargo door

Fr. 28

A319 / A320 / A 321

AFT car go d oor Fr. 55A

Fr. 52A

A320 / A321

Fr. 56

Fr. 59

Fr. 55A

A319

Fr. 59

PASSENGER & CARGO DOORS - Car go Do or s - Gen er al

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Cargo Compartment Doors (cont’d)

Beam 1 Piano hinge assembly

Actuator fittings Beam 2

Inner skin

Beam 3

Beam 4

Frames

Outer skin Fittings inner assembly Edge members E.g: FWD Cargo Door

Cover Assembly

PASSENGER & CARGO DOORS - Cargo Doors - Construction Details

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Cargo Compartment Doors (cont’d)

Frame details Outer skin

Aluminum alloy (2024)

Beam 1

Aluminum alloy (7010)

Example of outer skin th ickness (SRM extract) Beam 2 Frames

Beam 3

Beam 4

Frame forks

PASSENGER & CARGO DOORS - Cargo Doors - Construction Details (cont ’d)

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Bulk Cargo Doors

The bulk cargo door is basic for the A320 and A321. It is a conventional plug-type door, situated at the rear of the bulk compartment between frames 60 and 62. The size is 0,86 m (34 in) in width and 0,94 m (37 in) in height. The door is operated, locked and unlocked manually. It is opened by being pushed inwards and upwards and is locked in the open position on the ceiling of the compartment. (In this compartment nets are provided to maintain the area clear for the door to open). The weight of the door is compensated by a torsion bar. The door is connected to the door locking warning system. It is possible to open the door from the inside.

62

A320 / A321

Hinge fitting 61

60

Beam 1

Hinge fitting Beam 2

Bulk Cargo door Beam 3

Fr. 60 Fr. 62

Beam 4

Beam 5

Door stops

Inner handle Hook Outer handle

Frame segments

Locking shaft

PASSENGER & CARGO DOORS - B ul k Car g o Do or - Co ns t ru ct i on Det ai ls

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1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.2. DOORS LANDING GEAR DOORS

General Nose Landing Gear Doors Main Landing Gear Doors

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LANDING GEAR DOORS General

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

MAIN DOORS

HINGED DOOR LEG FAIRING DOOR

MAIN DOOR

NLG DOORS

HINGED DOOR LEG FAIRING DOOR MENU

LANDING GEAR DOORS - General

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Nose Landing Gear Doors

The nose landing gear doors have five parts: - Two forward doors, hydraulically actuated, which can be closed with the gear in the extended or retracted position. These doors are of sandwich construction with a skin made of carbon fiber reinforced plastic. They are hinged to the landing gear bay longitudinal edges. - Two aft doors, which are also of sandwich construction with a skin made of carbon fiber reinforced plastic. - One leg door made of aluminum alloy.

Fr.9 NOSE GEAR DOORS: 52.82.00

Fr.20

FITTING

AFT DOORS CFRP

OUTER

BRONZE Mesh CFRP Skin

FWD DOORS CFRP

CFRP Skin

INNER

LANDING GEAR DOORS - Nose Landing Gear Doors

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Main Landing Gear Doors

The main landing gear doors, constructed from carbon fiber composite materials for each gear, have three parts: - A main door, hydraulically actuated, which is hinged to the fuselage keel beam parallel to the aircraft center line and can be closed with the gear in the extended or retracted position. - A door attached to the gear leg. - A small door hinged to the wing structure in the neighborhood of the upper end of the main leg. All doors form part of the fuselage belly fairing and the wing lower surface when in closed position.

MAIN GEAR DOORS: 52.81.00 OUTER CFRP Skin

INNER

HINGED DOOR CFRP (52.81.11)

CFRP Skin

GEAR LEG CFRP (52.81.13)

MAIN DOOR CFRP (52.81.14)

LANDING GEAR DOORS - Main Landing Gear Doors

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1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.3. FUSELAGE FUSELAGE GENERAL DESIGN PRINCIPLES

General Layout A319 Fuselage Sections A320 Fuselage Sections A321 Fuselage Sections Typical Section Structure Arrangement Skin Panels Skin / Frame / Stringer Typical Attachment Longitudinal Skin Joints Circumferencial Skin Joints Passenger Compartment Floor Structure Cargo Compartments Cabin Windows

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FUSELAGE GENERAL DESIGN PRINCIPLES General Layout

Frames from section 13/14 and 4 frames from section 16/17. One of the over wing emergency exists is removed. Due to the shortened fuselage the rear cargo door is relocated and the belly fairing is modified because of the cargo door location. The A321-100 is a stretched variant of the A320-200 aircraft, achieved by the addition of two new fuselage sections 14A and 16A, placed forward and aft of the center fuselage section. Each of these new sections includes a pair of emergency exits. The four exits of fuselage section 15 are deleted. Due to weight increase, other parts e.g. wing, center wing box or center fuselage are strengthened or redesigned.

14A 14A

16A 16A

13/14

A321

12

24

18 18

16/17 16/17 35

35.8

47

47.5

64

70

+ 5 frames

+ 8 frames

A320 16/17 16/17

13/14 13/14 35

32

47

18 18

51 - 4 frames

- 3 frames

A319 13/14 13/14 - 1 frame

18 18

16/17 16/17 - 0.5 frame

- 3 frames

A318 16/17 16/17

13/14 13/14 FUSELAGE GENERAL DESIGN PRINCIPLES - General Layout

18 18 MENU

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A319 Fuselage Sections

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Fuselage Sections

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A321 Fuselage Sections

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Typical Section Structure Arrangement

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

LONGITUDINAL SKIN JOINT

SKIN PANELS

CIRCONFERENCIAL SKIN JOINT

SKIN, STRINGER & FRAME ASSEMBLY

FLOOR STRUCTURE / FUSELAGE SHELL ATTACHMENTS FLOOR STRUCTURE

CARGO FLOOR STRUCTURE

FUSELAGE GENERAL DESIGN PRINCIPLES - Structure General

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Skin Panels General Arrangement

FUSELAGE GENERAL DESIGN PRINCIPLES - Skin Panels - Ar rangement

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Skin Panels (cont’d) Materials Summary

SKIN

A320

Stretch - Formed or Rolled plates

Stretch - Formed or Rolled plates chemically milled

Integrally machined parts METALLIC MATERIALS Skins - single curvature - double curvature - machined Stringers

Frames - standard - machined

FWD Bulkhead - skin - stringers Rear Bulkhead - frame - segments

Window frame Floor beams

forging extrusion

Floor struts Seat tracks

extrusion extrusion

Windscreen frame

forging or plate

NLG bay

plate

Keel beam elements

sheet extrusion sheet

sheet sheet plate

2024 2024 7075

T3/T351C T42 T7351

sheet extrusion

2024 2024

T351 T351X

sheet plate

2024 7010/7050 2024 7075 7175

T351/T42 T73651 T351 T7351 T7351

sheet extrusion

2024 7175

T3 T7310

THS actuator fitting

plate sheet

7010/7050 2024

T73651 T42

Vert. Stab. Attach . Fittings

plate

forgings

FUSELAGE GENERAL DESIGN PRINCIPLES - Skin panels - Materials Summary

7175 7050 7175 7075 7075 7175 7175 7010 7175 2024 7175 2024 7050 7475

T73 T76511 T73511 T76511 T76511 T6511 T73XX T73651 T7351 T351 T7351 T351 T76511 T7611

7075

T7351

7010/7050

T735

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Skin Panels (cont’d) Chemically Milled Skins

SKIN

A320

Stretch - Formed or Rolled plates

Stretch - Formed or Rolled plates chemically milled

Integrally machined parts EXAMPLE OF CHEMICALLY MILLED PANEL

FUSELAGE GENERAL DESIGN PRINCIPLES - Skin panels - Chemical Milling

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Skin / Frame / Stringer Typical Attachment General Design The skin plates are made of aluminum-alloy sheets and stringers which are riveted to them make them stronger. Skin plates are preformed to the contour of the fuselage before they are riveted to the frames. The frames are the stiffeners that go around the fuselage shell. They are made of aluminum-alloy sections which are formed or machined. Clips, with cut-outs for stringers, are riveted between the frames and the skin plates. Door frames and beams make the frame structure stronger in the area of theaft passenger/crew and cargo compartment(s) doors. The stringers are the longitudinal stiffeners of the fuselage shell. They are made of aluminum-alloy Z-sections which are formed, extruded or machined. They are riveted between the frames and the skin plates. Skin stiffeners make the skin stronger in areas where there are no stringers. The skin stiffeners are riveted to the skin.

A-A

Frame profile Frame Skin Frame cleat

Stringer

Cleat Skin

A

A FUSELAGE GENERAL DESIGN PRINCIPLES - Skin/Frame/Stringer Attachments

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Skin / Frame / Stringer Typical Attachment (cont’d) Frame Splicing

B

Fuselage skin Frame profile Cleat

Splice

Frame

Splice

B

FUSELAGE GENERAL DESIGN PRINCIPLES - Skin/Frame/Stringer Attachments

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Longitudinal Skin Joints Location

1

12 11

24

35

12

47

13/14

64

15

16/17

70 18

77 19

St gr 6

Stgr 30

Stgr 25

Stgr 32 Stgr 41

Stgr 32 19 77

Stgr 18

St gr 6

Stgr 16

Stgr 41

18 70

64

Stgr 16

Stgr 32

Stgr 18

Stgr 32

16/17 58

15 47

13/14 35

12 24

11 12

1

E.g: A320 FUSELAGE GENERAL DESIGN PRINCIPLES - Longitudinal Skin Joints - Location

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Longitudinal Skin Joints (cont’d) Details

A-A Ti Crack stopper

Upper panel

A

41 STGR 18

22

A Frame 21 25 Lower panel

Stringer

Crack stopper

60mm Wedge

Top Fuselage

Upper panel

Upper rivet row

Lower rivet row

FUSELAGE GENERAL DESIGN PRINCIPLES - Longitudinal Skin Joints - Details

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Lower panel

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Circumferencial Skin Joints Location

2 2

A321

12

2

2

35

24

3

3

35.8

47

2

2

64

70

35

2

47

- 1 frame

2

2

51 - 4 frames

2

2

2

2

- 3 frames

A318

47.5

2 2

32

A319

3

+ 5 frames

+ 8 frames

A320

2

3

- 0.5 frame

2

2

2

- 3 frames

3

2

FUSELAGE GENERAL DESIGN PRINCIPLES - Circum. Skin Joints - Location

2

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Circumferencial Skin Joints (cont’d) Details Typical design: 2 fastener rows each side of the joint. Three fastener rows each side of the joint starting at window line for: - A319 at frame 47, - A321 at frames 35.8, 47 and 47.5.

CONNECTING SECTION E.g: 2 fastener rows circumferential joint (A320)

Frame

Cleat

Flight direction

stringer

3 fastener rows above window line: - at frames 35.8, 47 and 47.5 for A 321, - at frame47 for A319.

Junction fitting

Skin

stringer

Buttstrap

Skin

FUSELAGE GENERAL DESIGN PRINCIPLES - Circum. Skin joints - Details

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Passenger Compartment Floor Structure

The cabin floor structure includes: - cross beams (Y), - seat tracks and false (or dummy) seat tracks (X). The longitudinal floor members are bolted on top of the cross beams and the floor panels on the longitudinal beams. Seat tracks and cross beams are made from Aluminum Alloy extruded sections. Floor panels are made of composite sandwich construction. The cross beams are supported on each side of th ecargo compartment by extruded Aluminum ‘C’-section struts.

Seat rail

Cross beam

Support struts

Cross beam to frame attachment

Cross beam

Seat tracks Dummy or false seat tracks

Support struts

FUSELAGE GENERAL DESIGN PRINCIPLES - Passenger Cabin Floor Structure

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Passenger Compartment Floor Structure (cont’d)

Section C-C

Detail A

Detail B

C

C

Detail C

A

Cross beam

B Seat tracks Dummy or false seat tracks

Support struts

C


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Passenger Compartment Floor Structure (cont’d)

False track splicing

‘ X ’ l oad fi t ti ng s


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

FWD GARGO COMPARTMENT Side wall Side wall lining panels Net str ut 34 31

Partition

AFT GARGO COMPARTMENT 63 Standard version Side wall panels

28

65

59 53

56

52A

24A 50 47 Partition Tie down points

Door net Standard versio n

Floor panels Tie down points Floor panels Version with C.L.S.

Roller track Ball mats Version with C.L.S.

Roller track

Ball mats

FUSELAGE GENERAL DESIGN PRINCIPLES - Cargo Compartments

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Cargo Compartments (cont’d) Floor Structure The floor is supported by an aluminum alloy structure attached to each fuselage frame. The structure consists of a transverse beam attached to the frame and is supported by a trusswork.

E.g. Rear Fuselage

FWD

E.g. FWD Fuselage

Fr.30

FWD Fr.31 Fr.32 Fr.33

Cross beams Fr.34

Fittings

Webs Posts

FUSELAGE GENERAL DESIGN PRINCIPLES - Cargo Compartment Floor Structure

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Cabin Windows

The cabin windows are 230 mm (9.1 in.) wide and 330 mm (13 in.) high, and are fitted between the frames at intervals of 533.4 mm (21 in.). Window frames: The main window frame is made from a drop-forging which has a T-shaped cross section. To achieve good fatigue and damage tolerant properties, the window frame is designed on the basis of the following criteria: - the inner flange of the forging accommodating the panes is free from holes since it is necessary to keep this flange free from stress raisers to ensure a good fatigue life, - the outer flange is riveted to the structure and has a varying cross section which gives good load distribution characteristics, - the third flange is a stiffener and serves as a crack-stopper, - an integrally machined doubler. Window panes: Each window is made with three panes. The inner pane, which is decorative and non load-carrying, is incorporated in the interior cabin lining.

Eye Bolts

Window frame

Seal

Retainer rin g

4 mm thick Inner pane

9.5 mm thic k outer pane

FUSELAGE GENERAL DESIGN PRINCIPLES - Cabin Windows

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

Window frame

Seal

6 eye Bolts 4 mm thick Inner pane

Retainer r ing

9.5 mm thick outer pane

FUSELAGE GENERAL DESIGN PRINCIPLES - Cabin Windows (cont’d)

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

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

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1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.3. FUSELAGE

FUSELAGE SECTIONS 13/14 & 14A

General Typical Construction

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FUSELAGE SECTIONS 13/14 & 14A General

This region of the fuselage lies between frames 24 and 35. On A319, the section 13/14 is shorter by three frames than on A320/A321. It contains the front part of the passenger cabin and, beneath the cabin floor, the forward freight compartment. The forward cargo door is on the starboard side. The ends of the cabin floor cross beams are attached to the frames, supported on each side of the cargo compartment by extruded aluminum alloys struts. In the lower region of each frame, an aluminum alloy structure is installed to support the cargo compartment floor. A321 section 14A: The A321 section 14A extends from frame 35 to frame 35.8. It provides part of the passenger cabin in the upper section, and beneath the cabin floor, the rear part of the forward cargo compartment. Section 14A is of similar construction to section 13/14 but incorporates the emergency exit cut-outs (one on each side of the fuselage) between frames 35.1 and 35.2A. The cut-out has a size of 73in x 30in on the left and 60in x 30in on the right. The slide/slide-raft is installed in a separate compartment below each door. In the lower aft area of this section, attachments are provided for the forward belly fairing assembly.

35

A319

Section 13 / 14

24

35.8

35

Section 13 / 14

A321

35 24

A320 24

Section 14A

Section 13 / 14

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SECTIONS 13/14 & 14A - General

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Typical Construction

This section is of conventional construction consisting primarily of chemically milled skin panels, frames and stringers formed from sheet metal. The ends of the cabin floor cross beams are attached to the frames, supported on each side of the cargo compartment by extruded aluminum alloys struts. In the lower region of each frame, an aluminum alloy structure is installed to support the cargo co mpartment floor. The fuselage frames are arranged at regular in tervals of 533.3mm (21in). The standard frames have a common Z-shaped section made from formed sheet, which provides a con tinuous structural member attached to the skin and stringers by sheet metal cleats.

Skin panels longitudinal joints

Typical frames Windows

Floor panels

Typical stringers

Forward part of belly fairing

Cargo compartment fixed partitions

Seat rails

Skin panels

Vertical struts Floor cross beams MENU

SECTIONS 13/14 & 14A - Typical Construction

EXIT 47

DATE: JUNE 2003

Page 47

XSM13B01



Typical Construction (cont’d)

The cargo door surrounding frames are machined and stabilized by longitudinal webs. In addition, the lower section is reinforced by a box type structure.

FWD CARGO DOOR SURROUNDING STRUCTURE

Fr. 24

Fr. 27

Fr. 28

Fr. 26

Stgr 23RH Fr. 24A

Stgr 39RH

SECTIONS 13/14 & 14A - Typical Construction (cont’d)

MENU

EXIT 48

DATE: JUNE 2003

Page 48

XSM13B01




DATE: JUNE 2003

Page 49

XSM13B01




DATE: JUNE 2003

Page 50

XSM13B01




NOSE FORWARD SECTION 11/12

General Layout Radome Forward Pressure Bulkhead Frames Windshield Flight Deck Structure Lower Fuselage Upper Fuselage (cabin part)

DATE: JUNE 2003

Page 51

XSM13C01



NOSE FORWARD FUSELAGE 11/12 General Layout

This section of the fuselage extends from the radome nose to frame 24. It includes the following elements: - the radome for the weather radar antenna, - the forward pressure bulkhead, - the flight deck in the upper region (frame 1 to 11) and the windshield structure, - the upper fuselage aft of frame 11 which forms the forward passenger compartment and contains two passenger doors, - the lower fuselage from frame 1 to frame 24 with the electronic compartment and the nose landing gear bay. A321:

Section 11/12 of the A321 is basically common with the A320 section, but incorporates 4 reinforcements: - reinforcement of the fuselage panel below the passenger doors, increase of thickness for the lateral stringer between frame 20 and 21 below the pax door, - reinforcement of the vertical beam at frame 19, - reinforcement of the vertical beam lateral panel junction, - these reinforcements only apply to R/H side. SECTION GENERAL LAYOUT (1/2)

CABIN

FLIGHT DECK

12 8

1

20

16 14

2

4 3

6 5

10 7

9

13

18 15

17

23 22

19

21

11 Passenger door cutout

FWD pressure bulkhead Radome

Nose landing gear bay MENU

SECTION 11/12 - General Layout

EXIT 52

DATE: JUNE 2003

Page 52

XSM13C01



General Layout (cont’d)

Basically the skin panels are chemically milled from 2024 clad aluminum alloy, with the exception of the titanium plates above and below the windshield frame. (Bird impact protection). Longitudinal joints are reinforced with extruded stringer in the same way as for the other fuselage joints.

SECTION GENERAL LAYOUT (2/2)

Titanium plates FLIGHT DECK FLOOR SUPPORT WINDSHIELD

UPPER FUSELAGE

CABIN FLOOR STRUCTURE

SKIN PANELS

NOSE LANDING GEAR BAY

LOWER FUSELAGE

MENU

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

EXIT 53

DATE: JUNE 2003

Page 53

XSM13C01



Radome

The radome serves as a protective dome for the radar antenna and has been adapted to the aerodynamics of the fuselage nose. The design of such a unit is subject to the requirements of the radar optics. These are high transmission, low reflection and low absorption.

RADOME

Quartz Radome

Hinge Fitting

Radome panel (Quartz) Hinge fittings

Frame Arr ester pi ck-u p fittings Lightning strike protection strips Copper MENU

SECTION 11/12 - Rad om e

EXIT 54

DATE: JUNE 2003

Page 54

XSM13C01



Forward Pressure Bulkhead

The forward pressure bulkhead assembly comprises a flat sheet (1.6 mm thick) reinforced by horizontal profiles on the front face and vertical beams on the rear face.This sheet is riveted to frame 1 bent section and vertical beams are picked-up by webs attached to upper and lower skin panel.

FWD PRESSURE BULKHEAD

A

Section A-A

Fr. 1 Radar antenna support

Section B-B

B

B

Bird impact protection Radome hinge points

Frame 1 Radome lock fitting

Horizontal stiffeners

Fr. 1

A

A A Fr. 2

Flat panel Radome lock fittings

Lower skin MENU

SECTION 11/12 - FWD Pressure Bulkhead

EXIT 55

DATE: JUNE 2003

Page 55

XSM13C01



Frames

This part of the fuselage is mainly dimensioned by internal pressure and landing cases. Consequently the following principles have been adopted: - From frame 1 to frame 21 the mean frame pitch is 230 mm (approximately half the typical pitch in the main fuselage sections). In the lower fuselage from frame 9 to frame 21 and in the upper fuselage from frame 16 skin panels are stabilized by stringers interrupted at each frame intersection. - From frame 21 to frame 24 the typical frame pitch is 533.4 mm and continuous stringers are riveted to the skin panels with a pitch of 150 mm. - The primary structure incorporates the following machined frames: Frame 2:

machined in its upper region, it supports the lower horizontal windshield frame.

Frame 3:

picks up the oblique windshield post.

Frame 8:

forms the windshield side post.

Frame 9:

machined in the lower region, picks up the nose landing gear bay forward panel.

Frames 11 to 20:

in the lower region form the landing gear bay arch members.

Frames 16 and 20:

in the upper region form the passenger door frames.

FRAMES (1/2) 8

1 2 3

4 6 10 5 7 9 11

23 20 16 14 18 22 13 15 17 19 21

Frame 8

Frame 4

Frame 2

12

Frame 1

Frame 11

Frame 9

MENU

SECTION 11/12 - Fr am es

EXIT 56

DATE: JUNE 2003

Page 56

XSM13C01



Frames (cont’d)

FRAMES (2/2)

Frame 12

12 8

1 2

16

20

14 18 22 4 6 10 13 15 17 19 21 3 5 7 9 11

Frame 18

Fr a me 16

23

Frame 20

Frame 23

MENU

SECTION 11/12 - Frames (cont’d)

EXIT 57

DATE: JUNE 2003

Page 57

XSM13C01



Windshield

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

DATE: JUNE 2003

Page 58

XSM13C01



Windshield (cont’d)

DATE: JUNE 2003

Page 59

XSM13C01



Windshield (cont’d)

DATE: JUNE 2003

Page 60

XSM13C01



Flight Deck Structure

In the flight deck area the floor support takes the form of a box structure in association with transversal and longitudinal beams attached to the pressure bulkhead vertical members.

FLIGHT DECK STRUCTURE

FWD pressure bulkhead vertical members

Box structure Frames

Cross beams Frame 2 Longitudinal beams

Frame 1 Vertical members Side skin panels

Longitudinal beams

Box structure

FWD pressure bulkhead MENU

SECTION 11/12 - Flight Deck Structure

EXIT 61

DATE: JUNE 2003

Page 61

XSM13C01



Lower Fuselage

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

LOWER FUSELAGE Transversal beams

B

Vertical struts

Nose landing gear bay

A

A

B

MENU

SECTION 11/12 - Lower Part

EXIT 62

DATE: JUNE 2003

Page 62

XSM13C01



Upper Fuselage

Aft of frame 11, floors beams have a similar design to those in the passenger compartment but with wider spacing due to the lower loads in this area.The passenger door surrounding structure comprises the upper and lower boxes. The surrounding panel being reinforced at each corner with a thick doubler.

UPPER FUSELAGE (CABIN PART)

FWD PASSENGER DOOR CUT OUT

B A

A

B

MENU

SECTION 11/12 - Upper Part

EXIT 63

DATE: JUNE 2003

Page 63

XSM13C01




DATE: JUNE 2003

Page 64

XSM13C01




1.3. FUSELAGE

SECTION 15 - CENTER FUSELAGE

General Layout Construction General Upper Region Pressure Boundaries Lower Fuselage Assembly Pressure Bulkhead - Frame 35 Horizontal Pressure Panel Pressure Diaphragm Assembly (between Fr. 42 and Fr. 46) Aft Pressure Bulkhead (frame 46 lower part) Keel Beam Slanded Panels Floor Structure / Seat Rails

DATE: JUNE 2003

Page 65

XSM13D01



SECTION 15 - CENTER FUSELAGE General Layout

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

A320 CENTER FUSELAGE FR 47

A321

FR 35.8

FR 47

A320

FR 35

FR 47

A319

FR 47/51

FR 35

Belly fairing

FR 35

MENU

CENTER FUSELAGE - General Layout

EXIT 66

DATE: JUNE 2003

Page 66

XSM13D01



Construction General

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

A320 CENTER FUSELAGE

FWD

FWD

Fr. 47

Fr. 46

Keel beam

Fr. 35 Center wing box MENU

CENTER FUSELAGE - General Construction

EXIT 67

DATE: JUNE 2003

Page 67

XSM13D01



Upper Region

In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. FRAMES Typical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37, 43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are formed from sheet metal. At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29. Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely machined. SKINS AND STRINGERS In the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers. In addition a riveted machined doubler reinforces the emergency exits cut-outs. In the lower region, the panel riveted to the keel beam is integrally machined.

SKIN PANELS

35

B

36 37

Crack stoppers Titanium

A

38 39 40

Skin panel 41 Stringers

42

43 44 45 46 47

Window frames

View A

CENTER FUSELAGE - Upper Region Construction Details

MENU

EXIT 68

DATE: JUNE 2003

Page 68

XSM13D01



Upper Region (cont’d)

Fr. 42 Reinforcing inforcing plate plate thickness thickness examples examples

DATE: JUNE 2003

Page 69

XSM13D01



Pressure Boundaries

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

FWD horizontal pressur e floor

Pressure floor

Center Center wing b ox

Af t p ress ure b ul khead (fr. 46 lower part)

42

FWD 36 37

38

39 40

41

43

44

45 46

35

47

FWD pressure bulkhead (lower part)

PRESSURE BOUNDARIES

MENU

CENTER FUSELAGE - Pre Pressure ssure Bounda Boundarie ries s

EXIT 70

DATE: JUNE 2003

Page 70

XSM13D01



Lower Fuselage Assembly

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

FR. 47

Pressure Pressure floor FR. 42

FR. 36

Aft pr essu re bulkhead Fr. 46

Portal Portal frames frames

Pressure Pressure floor

Aft later al panel FR. 35

Floor Floor structure structure

Fwd pressure pressure bulkhea bulkhead d (fr. 35 lower lower part) part) CENTER WING BOX

Keel beam

LOWER FUSELA FUSELAGE GE ASSEMBL ASSEMBLY Y

MENU

CENTER FUSELAGE - Lower Part Part Gene General ral Layout Layout

EXIT 71

DATE: JUNE 2003

Page 71

XSM13D01



Pressure Bulkhead - Frame 35

35

36

FWD

42

46

47

Thickness examples:

FWD PRESSURE BULKHEAD (fr. (f r. 35 35 lowe lowerr pa part) rt)

View A Rear Rear view lo oki ng FWD

A

DATE: JUNE 2003

Page 72

XSM13D01



Horizontal Pressure Panel

35

36

FWD

HORIZONTAL PRESSURE FLOOR

42

A

A

46

47

Center wing box bo ttom panel

Center wing box Fr 36 B

Fr. 35

B

FWD Bottom view

B-B

A-A

Fr.35 FWD Pressure Bulkhead

DATE: JUNE 2003

Page 73

XSM13D01



Pressure Diaphragm Assembly (between Fr. 42 and Fr. 46)

35

36

FWD

42

46

47

REAR PRESSURE DIAPHRAGM

DATE: JUNE 2003

Page 74

XSM13D01



Aft Pressure Bulkhead (frame 46 lower part)

35

36

FWD

42

46

47

AFT PRESSURE BULKHEAD (fr. 46 lower part)

Rear view look ing FWD

A

DATE: JUNE 2003

Page 75

XSM13D01



Keel Beam

C B C A

B

C-C

A

A-A

B-B DATE: JUNE 2003

Page 76

XSM13D01



Keel Beam (cont’d)

DATE: JUNE 2003

Page 77

XSM13D01



Slanded Panels

FWD

A-A

View C

B

FWD

A C

B-B

B

A

DATE: JUNE 2003

Page 78

XSM13D01



Floor Structure / Seat Rails

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

FLOOR STRUCTURE / SEAT RAILS In betw een Fr. 35 and Fr. 42

Over center w ing box beams

42

36 35

MENU

CENTER FUSELAGE - Floor Structure / Seat Rails

EXIT 79

DATE: JUNE 2003

Page 79

XSM13D01



Floor Structure / Seat Rails (cont’d)

DATE: JUNE 2003

Page 80

XSM13D01



Floor Structure / Seat Rails (cont’d)

DATE: JUNE 2003

Page 81

XSM13D01




DATE: JUNE 2003

Page 82

XSM13D01




SECTION 16/17 - 18 - 19

A320 / A319 General Layout A321 General Layout Structure Details Section 19 General Layout Section 18 - 19 Joint - Frame 70 Rear Pressure Bulkhead Vertical Stabilizer Attachment Fittings Horizontal Stabilizer Attachment Structure Frame 77 - Tail Cone Attachment Fittings Tail Cone

DATE: JUNE 2003

Page 83

XSM13F01



SECTION 16/17 - 18 - 19 A320 / A319 General Layout

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

A320 / A319 General Layout

64

Section 18

A320

Rear pax door cutout

Section 16/17 70 Rear pax door cutout

47 Floor structure

Section 18 64

47

70

A319 Section 16/17

FUSELAGE SECTIONS 16/17 - 18 & 19 - A320 / A319 General Layout

MENU

EXIT 84

DATE: JUNE 2003

Page 84

XSM13F01



A321 General Layout

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

A321 General Layout

Section 18 64

Section 16/17

A321

70 47.5

47.5

47

Section 16A

FUSELAGE SECTIONS 16/17 - 18 & 19 - A321 General Layout

MENU

EXIT 85

DATE: JUNE 2003

Page 85

XSM13F01



Structure Details

DATE: JUNE 2003

Page 86

XSM13F01



Section 19 General Layout

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

SECTION 19 GENERAL LAYOUT

Fr. 83

Vertical Stabilizer Attachment Fittings Fr. 87

Section 19.1

Fr. 77

THS Attachment structure Section 19

Rear pressure bulkhead Fr. 70 FUSELAGE SECTIONS 16/17 - 18 & 19 - Section 19 General Layout

MENU

EXIT 87

DATE: JUNE 2003

Page 87

XSM13F01



Section 19 General Layout (cont’d)

DATE: JUNE 2003

Page 88

XSM13F01



Section 18 - 19 Joint - Frame 70

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

SECTION 18 - 19 JOINT - FRAME 70 A

71

Frame 70

A

Electric

Safety valves

Flight controls

Electric

B

Hydraurlic (green)

Hydraurlic (yellow) Hydraurlic (blue)

Bleed air

APU fu el

B

FUSELAGE SECTIONS 16/17 - 18 & 19 - Section 18 - 19 Joint - Frame 70

MENU

EXIT 89

DATE: JUNE 2003

Page 89

XSM13F01



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

The interface in between sections 18 and 19 is achieved by the outer flange of the ring frame which is attached to be fuselage skins and to each stringer of the section 19.

SECTION 18 - 19 JOINT - FRAME 70

Section A-A

Section B-B

Bulkhead Fr. 70

Bulkhead

FWD

FUSELAGE SECTIONS 16/17 - 18 & 19 - Section 18-19 Joint - Frame 70 (cont’d)

MENU

EXIT 90

DATE: JUNE 2003

Page 90

XSM13F01



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

DATE: JUNE 2003

Page 91

XSM13F01



Rear Pressure Bulkhead

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

FWD

FWD

DATE: JUNE 2003

Page 92

XSM13F01



Vertical Stabilizer Attachment Fittings

The vertical stabilizer spar box attachment fittings are located at frames 70, 72 and 74. Their upper segment is made of integrally machined plates for spar box to fuselage load carrying. The attachment structure consists of three pairs of fail safe yokes which transmit vertical stabilizer spar box loads to fuselage via shear bolts.

VERTICAL STABILIZER ATTACHMENT STRUCTURE

Fr. 74

Fr. 72

Fr. 70

FUSELAGE SECTIONS 16/17 - 18 & 19 - Vertical Stabilizer Attachment Fittings

MENU

EXIT 93

DATE: JUNE 2003

Page 93

XSM13F01



Vertical Stabilizer Attachment fittings (cont’d)

FWD

FWD

DATE: JUNE 2003

Page 94

XSM13F01



Vertical Stabilizer Attachment fittings (cont’d)

VERTICAL STABILIZER ATTACHMENT STRUCTURE FWD Fairing attachment profile

Fr. 70

Bulkhead

Att achm ent fitting Fr. 70

Upper skin panel cutout


MENU

EXIT 95

DATE: JUNE 2003

Page 95

XSM13F01



Vertical Stabilizer Attachment Fittings (cont’d)

DATE: JUNE 2003

Page 96

XSM13F01



Vertical Stabilizer Attachment Fittings (cont’d)

VERTICAL STABILIZER ATTACHMENT STRUCTURE Fr. 70 Fr. 70

FWD

A

View A


MENU

EXIT 97

DATE: JUNE 2003

Page 97

XSM13F01



Horizontal Stabilizer Attachment Structure

To house the trimming tail plane, a large cut-out is provided in the fuselage between frames 74 and 77. To increase the fuselage rigidity in this area, the cut-out is surrounded by machined beam and a system of diagonal struts is provided in the horizontal plane in the upper and lower areas. The machined frame 77 supports the tail plane hinge bearings and the lateral load fittings which introduce horizontal stabilizer loads into the fuselage structure via the central bracing structure and the upper and lower bracing structures. Frame 77 also incorporates four lugs for the attachment of the tail cone unit.

THS ATTACHMENT STRUCTURE

Fuselage Cutout

76

70

71

72

73

74

77

75

THS actuator jack attachment fitting

THS main hinge fitt ing

FUSELAGE SECTIONS 16/17 - 18 & 19 - Horizontal Stabilizer Attach. Structure

MENU

EXIT 98

DATE: JUNE 2003

Page 98

XSM13F01



Horizontal Stabilizer Attachment Structure (cont’d)

THS ATTACHMENT STRUCTURE (cont’d) Fr. 77 Bracing structure - Upper

Lugs Diagonal rods

LH side

THS hinge bearing

Vertical Members

Bracing structure - lower

FUSELAGE SECTIONS 16/17 - 18 & 19 - Horizontal Stabilizer Attach. Structure

MENU

EXIT 99

DATE: JUNE 2003

Page 99

XSM13F01



Frame 77 - Tail Cone Attachment Fittings

FRAME 77 - TAIL CONE ATTACHMENT

Spigot LH side shown

Fr. 77 lu gs Fr. 78 l ugs

LH side shown

FUSELAGE SECTIONS 16/17 - 18 & 19 - Frame 77 - Tail Cone Attach. Fittings

MENU

EXIT 100

DATE: JUNE 2003

Page 100

XSM13F01



Tail Cone

The tail cone unit is located aft of frame 77 and houses the APU (Auxiliary Power Unit). This section is connected to section 19 by means of four lugs and one spigot.

TAIL CONE (1/2) 78

79

83 80

81

84

85

86

Spigot bearing

82

Frame 78

Ventilation (LH only)

Lugs

Service door Air in take

Plates Tubes

MENU

FUSELAGE SECTIONS 16/17 - 18 & 19 - Tail Cone

EXIT 101

DATE: JUNE 2003

Page 101

XSM13F01



Tail Cone (cont’d)

The APU compartment is locally designed to inhibit an accidental fire. Fire walls are made from titanium, and the compartment is doubled skinned, the inner titanium skin being separated from the o uter aluminium alloy skin.

TAIL CONE (2/2) 77 78

80

84 Ventilation (LH only)

Fire extinguishing bottle

Bleed air duct

Exhaust duct APU acc ess d oo rs Fuel line

APU Com par tment

Air in take Diverter FUSELAGE SECTIONS 16/17 - 18 & 19 - Tail Cone (cont’d)

MENU

EXIT 102

DATE: JUNE 2003

Page 102

XSM13F01




DATE: JUNE 2003

Page 103

XSM13F01




DATE: JUNE 2003

Page 104

XSM13F01



1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.4. PYLONS / NACELLES

PYLONS / NACELLES

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

DATE: JUNE 2003

Page 105

XSM14A01



PYLONS / NACELLES Pylon General Layout

The engine mounting pylons are convertible to accept the CFM56 or V2500 engines. The role of the pylon, mounted underneath each wing is: - to support the engine, - to transmit the loads to the outer wing box, - to support and route systems between the nacelle and the wing.

SECONDARY STRUCTURES

PYLON TO ENGINE ATTACHMENTS

PYLON TO WING ATTACHMENTS

PRIMARY STRUCTURE

MENU

PYLONS / NACELLES - Pylon General Layout

EXIT 106

DATE: JUNE 2003

Page 106

XSM14A01



Pylon Primary Structure

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

REAR UPPER SPAR RIB 10 SIDE PANELS

9 8 7 6 5 4 FORWARD UPPER SPAR 3 LOWER SPAR 2

FRONT PYRAMID

ADAPTOR RIB 1

(ENGINE REAR MOUNT)

MENU

PYLONS / NACELLES - Pylon Primary Structure

EXIT 107

DATE: JUNE 2003

Page 107

XSM14A01



Pylon to Wing Attachments Fittings

FORWARD ATTACHMENT:

WING SIDE

FORWARD ATTACHMENT

WING FITTING

SLEEVE

SPIGOT FITTING (WING)

FAIL SAFE BOLTS LOCK WASHER

SPECIAL NOCHED NUTS FAIL SAFE LUGS

SPIGOT FITTINGS SPIGIT BEARING

RIB 4

PYLONS / NACELLES - Pylon to Wing Attachments Fittings

MENU

EXIT 108

DATE: JUNE 2003

Page 108

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Pylon to Wing Attachments Fittings (cont’d)

REAR ATTACHMENT:

Wing bottom skin

AFT A TTACHMENT

Wing fail safe fitting Sleeve Fail safe bolts

Fail safe links

Special noched nuts

Spherical bearings Fail safe links

Rib 10

Rib 10

Wing side

PYLONS / NACELLES - Pylon to Wing Attachments Fittings (cont’d)

MENU

EXIT 109

DATE: JUNE 2003

Page 109

XSM14A01



Engine to Pylon Attachments Structure

Pylon attachment Pylon adapter beam

AFT ENGINE MOUNT

Cross beam assembly

FORWARD ENGINE MOUNT Support beam assembly

Cross beam assembly

Shear pi n

ENGINE

Shear pi n

Link assembly

Link assembly Engine fan frame

FWD

Pylon attachment Engine attachment bracket

PYLONS / NACELLES - Engine to Pylon Attachments Structure

MENU

EXIT 110

DATE: JUNE 2003

Page 110

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Pylon Secondary Structure

The secondary structure houses most of the system components. It is divided into four main sections.

PYLON TO WING CENTER FILLETS AFRP

AFT MOVAB LE FAIRING

FORWARD SECTION Stainless steel

AFRP

AFT SECTION Al umi num all oy LOWER FAIRING Al umi num all oy

MENU

PYLONS / NACELLES - Pylon Secondary Structure

EXIT 111

DATE: JUNE 2003

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Pylon Secondary Structure (cont’d)

FORWARD FAIRING: The forward section provides the aerodynamic profile between the engine nose cowl upper section and the wing leading edge. It is mainly constructed from stainless steel. PYLON TO WING CENTER FILLETS: The pylon to wing center fillets, which provide aerodynamic profile between the primary structure and the wing, and consisting of AFRP (Aramid Fiber Reinforced Plastic) skinned sandwich panels, fastened on aluminum alloy ribs.

FORWARD FAIRING A

B A

Panels & Doors

Ribs

Junction boxes

Frames

Cantilever structure

B

PYLON TO WING CENTER FILLETS

Panels & Doors PYLONS / NACELLES - Pylon Secondary Structure (cont’d)

MENU

EXIT 112

DATE: JUNE 2003

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Pylon Secondary Structure (cont’d)

AFT FAIRINGS: The aft section is made of AFRP for the movable fairing and aluminum alloy construction for the main body. LOWER FAIRING: Thee lower fairing between the lower spar and the engine comprises an aluminum alloy center section and stainless steel front and rear sections.

E D

AFT MOVAB LE FA IRING

E

Ribs & Spars

C

Skin panels AFRP AFT FIXED FAIRING D

LOWER FAIRING

C

Panel Steel Skin panels Frame

Panel 2024 Panel Steel

PYLONS / NACELLES - Pylon Secondary Structure (cont’d)

MENU

EXIT 113

DATE: JUNE 2003

Page 113

XSM14A01



Engine Cowls

CFM 56 ENGINES

ENGINE MOUNTS

SYSTEM INSTALLATIONS

PRIMARY NOZZLE

PLUG

AIR INLET

PIVOTING DOOR THRUST REVERSER FAN COWL DOORS

ENGINE NACELL ES (CFM56-5 ENGINE)

MENU

PYLONS / NACELLES - Engine Cowls

EXIT 114

DATE: JUNE 2003

Page 114

XSM14A01



Engine Cowls (cont’d)

V2500 ENGINES

ENGINE MOUNTS

SYSTEM INSTALLATIONS

ENGINE NACELLES (V2500 ENGINE)

CASCADE THRUST REVERSER

FAN COWL DOORS AIR INLET MENU

PYLONS / NACELLES - Engine Cowls (cont’d)

EXIT 115

DATE: JUNE 2003

Page 115

XSM14A01




DATE: JUNE 2003

Page 116

XSM14A01



1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.5. STABILIZERS VERTICAL STABILIZER

General Main Box Construction Leading Edge Tip Trailing Edge Rudder

DATE: JUNE 2003

Page 117

XSM15A01



VERTICAL STABILIZER General

The fin is made in composite material. The fin comprises a main box, a removable leading edge, rear shrouds, a tip and a single unit rudder.

TIP

LEADING EDGE

RUDDER

MAIN BOX

TRAILING EDGE FAIRINGS

MENU

VERTICAL STABILIZER - General

DATE: JUNE 2003

EXIT 118

Page 118

XSM15A01



Main Box Construction

The main box is of carbon fiber composite design. It has a front and rear spar and an additional short center spar between the fin root and rib 2. This design has been chosen for minimum weight compatible with fail safe design criteria. Both the left and right hand panels are fabricated from integrated skins, I-section stringers, spar caps, rib cleats and fully laminated fuselage attachment lugs. The thicknesses of the skins, the stringer flanges and webs are determined by the stress distributions from the various loading cases. The fin is attached to the fuselage by means of double attachment fittings positioned at fuselage frames 70, 72 and 74. The attachments consist of a pair of lugs connected to the fuselage fittings by fail safe shear bolts to carry the vertical loads and a pair of fail safe transverse rods to carry the lateral loads. Seven rudder hinge fittings are bolted to the main box rear spar. The rudder is actuated by three actuators connected to three actuator fitting bolted to the rear spar (between ribs 4 and 7).

Rib11

FIN BOX CONSTRUCTION

Rear spar Ribs (11) Side panels with integrated stiffeners

Front spar

Rudder actuator attachment fittings (3)

Center spar Rudder hinge fittings (7)

Main box to Fuselage attachment fittings MENU

VERTICAL STABILIZER - Main Box Construction

DATE: JUNE 2003

EXIT 119

Page 119

XSM15A01



Main Box Construction (cont’d)

Main box assembly. Side panels & ribs assembly.

MAIN MAIN BOX BOX ASSEMBLY ASSEMBLY Att Attach achmen mentt fifittttin ings gs

Ribs Ribs

Side Side panels panels

VERTICAL STABILIZER - Main Box Construction (cont ’d)

DATE: JUNE 2003

Page 120

120

XSM15A01




Main box assembly. Fuselage attachment fittings - CFRP lugs.

FUSELAGE FUSELAGE ATTACHMENT ATTACHMENT FITTINGS FITTINGS

Before bonding with the skin


DATE: JUNE 2003

Page 121

121

XSM15A01




Main box assembly. Typical CFRP ribs.

RIBS RIBS


DATE: JUNE 2003

Page 122

122

XSM15A01




Main box assembly. Rudder actuator and hinge fittings.

REAR REAR SPAR SPAR // RUDDER RUDDER ATTACHMENT ATTACHMENT FITTINGS FITTINGS

Main Main box box rear rear spar spar

Act ch men ackket etss Actuat uator or atta att ach mentt br b rac

Hinge Hinge fittings fittings Acc Access ess ho holes les


DATE: JUNE 2003

Page 123

123

XSM15A01




Main box assembly. Side panels: one shot bonding manufacturing technique and differential design. One shot bonding technique: Wet skin, stringers and rib shear ties cured in one shot. Differential design: Pre-cured stringers are bonded to the wet skin. Rib ties are then installed by riveting

Before Before mod. mod. 26500K4924 26500K4924 MSN MSN 00010001- 0832 0832

Side Side panels panels

Aft d.. 26500K 4924 After er mo m od 26500K4924 MSN 0833 9999 MSN 0833 - 9999

Differential design

One shot bonding - Modular process

Typical stringer shape

Typical stringer shape

- wet skin - bonded pre cured stringer - riveted pre cured rib ties

- wet skin, - wet stringers, - wet rib shear tie

Bonded pre-cured Stringer

Rib

Riveted shear ties

Stringer skin

Rib shear tie VERTICAL STABILIZER - Main Box Construction (cont ’d)

DATE: JUNE 2003

Page 124

MENU

EXIT 124

XSM15A01



Leading Edge

The removable leading edge is made in three spanwise sections to ease handling of individual parts and thus replacement procedures. It is of sandwich type construction. The front part is reinforced for hail and bird impact protection. The outer fiber layer is coated with a special paint to prevent erosion and for static discharge. The leading edge section is attached to main box front spar. Material: GFRP (Glass Fiber Reinforced Plastic) A dorsal fin of glass fiber sandwich construction forms the interface of the fin loading edge to the fuselage contour and provides the continuity of the fin to fuselage side fairings. Material: GFRP

Steel over: Steel cco ver: 25247K3657, 25247K3657, 28484K6104, 28484K6104, SB SB 55-1016 55-1016

Leading Leading edge edge

Before modification

Aft er m od if ic atio n

Steel cover

MENU

VERTICAL STABILIZER - Leading Edge

DATE: JUNE 2003

EXIT 125

Page 125

XSM15A01



Tip

The tip of the fin is of sandwich construction and is bolted to the top rib of the fin main box. Material: GFRP Trailing edge The trailing edge of the vertical stabilizer is formed by shrouds panels made of carbon fiber (sandwich construction). These panels are designed as access panels, to give access to hydraulics, control servos, rods and hinge fittings.

Tip

Tip (GFRP, sandwich)

Lightning strike protection strap

Leading edge

Rudder

Main box

MENU

VERTICAL STABILIZER - Tip

DATE: JUNE 2003

EXIT 126

Page 126

XSM15A01



Trailing Edge

The trailing edge of the vertical stabilizer is formed by shrouds panels made of carbon fiber (sandwich construction). These panels are designed as access panels, to give access to hydraulics, control servos, rods and hinge fittings.

Trailing edge panels A 4

A

B

3

2

B

1

A

Panel support frame Main box rear spar Flange Panel 1 Panel 2 Piano h inge

Main box side panel

Side panel

Piano h inge MENU

VERTICAL STABILIZER - Trailing Edge

DATE: JUNE 2003

Acc ess pan el (CFRP, sandwich)

EXIT 127

Page 127

XSM15A01



Rudder

The rudder is designed as a single unit with a maximum deflection of 30° to each side. It is attached to the fin box via seven hinges and is operated by three hydraulic servos. The composite rudder hinges are accessible through inspection panels. The bearings can be replaced without removing the rudder. The rudder is manufactured from honeycomb carbon fiber composite faced material similar to that on the A310. It consists mainly of one front spar, two side panels with integrated leading edge and a top and bottom closing rib. For lightning strike protection the rudder tip and trailing edge is of aluminum alloy construction.

CFRP ski ns

Upper rib

Tip (Al. alloy) Honeycomb core Trailing edge profile (Al. Alloy)

Hinge fittings (CFRP, solid laminate) Trailing edge profile (Al. Alloy) Hoisting point

Side panels

Side panels (CFRP, sandwich)

Act uat or fi tt in gs (CFRP, solid laminate)

Rudder hinge fitting

Hinge fittings

Spar

(CFRP, solid laminate) Hoisting point

Spar

Hinge fitting

MENU

VERTICAL STABILIZER - Ru dd er

DATE: JUNE 2003

Lower closing rib EXIT 128

Page 128

XSM15A01



Rudder (cont’d)

RUDDER RUDDER -- General General

Trailing profile Trailing edge edge p rofile Side Side panel panel

Leading Leading edge edge Front Front spar spar

Closing Closing rib rib Tip Tip

VERTICAL STABILIZER - Ru d de r (c o nt ’ d )

DATE: JUNE 2003

129

Page 129

XSM15A01



Rudder (cont’d)

RUDDER RUDDER ASSEMBLY ASSEMBLY PROCESS PROCESS Side Side panel panel

Side Side panel panel

Spar Spar

MENU


DATE: JUNE 2003

EXIT 130

Page 130

XSM15A01



Rudder (cont’d)

Attachment fittings:

Side panel

Spar

Side panel

Act uat or attachment fittings

Hinge attachment fittings

MENU


DATE: JUNE 2003

EXIT 131

Page 131

XSM15A01




DATE: JUNE 2003

Page 132

XSM15A01



1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.5. STABILIZERS HORIZONTAL STABILIZER

General Main Spar Box Main Fittings Elevator Fittings Leading Edge & Tip Trailing Edge Panels Elevator - General Elevator Box Elevator Actuator & Hinge Fittings Elevator Tips

DATE: JUNE 2003

Page 133

XSM15B01



HORIZONTAL STABILIZER General

The horizontal stabilizer is composed of: - Two main spar boxes, - Two elevators, - A leading edge, - A trailing edge, - Tips.

Rear suppor t fitting

Hinge arms

Acc ess panels

Elevator Main box

Center joint

Jack screw fitting

Tip Lex fairing

Two part leading edge

MENU

HORIZONTAL STABILIZER - General

EXIT 134

DATE: JUNE 2003

Page 134

XSM15B01



Main Spar Box

The two spar boxes are joined together at rib1 by titanium fittings. Each spar box is a full CFRP monolithic structure which consists of: - A top and a bottom self-stiffened panel (with integrated “I” shaped stringers), - A front and a rear spar with integrated vertical stiffeners, - Thirteen ribs, - Two elevator actuator attachment fittings (at ribs 7 & 8), - Six hinge attachment fittings, - A screw jack fitting, - A rear support fitting, - A side load fitting.

Screw jack attachment fitting TYPICAL RIB Rib 1

Front spar

Rib 7 Rib 8

Ribs

Rear suppor t fitting

Center joint

Elevator Hinge Fittings (6) Rear spar End rib Side load fitting

Ac tu ator attac hm ent fittings (2)

Self-stiffened rib

HORIZONTAL STABILIZER - Main Spar Box Construction

MENU

EXIT 135

DATE: JUNE 2003

Page 135

XSM15B01



Main Spar Box (cont’d)

MAIN BOX CONSTRUCTION Upper panel

Rear spar

Lower panel Ribs

Front spar

Ribs

HORIZONTAL STABILIZER - Main Spar Box Construction (cont ’d)

MENU

EXIT 136

DATE: JUNE 2003

Page 136

XSM15B01




Self stiffened panel

Rib 1

Rib 2

Self stiffened panel

MENU

HORIZONTAL STABILIZER - Main Spar Box

EXIT 137

DATE: JUNE 2003

Page 137

XSM15B01




Titanium fitting

Center joint

HORIZONTAL STABILIZER - Main Spar Box (cont ’d)

MENU

EXIT 138

DATE: JUNE 2003

Page 138

XSM15B01



Main Fittings

The main box is attached to the fuselage via: - two screw jack fittings (carbon fiber), bolted to the front spar, - two rear support fittings (one on each outer box) and bolted to the rear spar at rib 3 and linked by upper and lower reinforcements bolted to the upper and lower skins (carbon fiber), - two side loads fittings (one on each outer box) made out of carbon fiber.

SCREW JACK A TTACHMENT

Act uat or f itt in gs (2)

Elevator hinge fittings (6)

REAR SUPPORT FITTINGS MENU

HORIZONTAL STABILIZER - Main Fittings

EXIT 139

DATE: JUNE 2003

Page 139

XSM15B01



Main Fittings (cont’d)

Inboard Inboard

Rear spar

Rear support fittings FWD attachment fitt ings

Front spar

MENU

HORIZONTAL STABILIZER - Main Fittings (cont ’d)

EXIT 140

DATE: JUNE 2003

Page 140

XSM15B01



Elevator Fittings

Each elevator is actuated by two actuators which are connected to jack fittings bolted to ribs 7 and 8 through the main box rear spar. Six hinge fittings are also attached to the main box rear spar. All these fittings are made out of carbon fiber.

Act uat or f it ti ngs (2) A

Elevator hinge fittings (6) (CFRP)

Fitting (Al alloy)

Act uato r fi tti ngs (2) A

(CFRP)

MENU

HORIZONTAL STABILIZER - Elevator Fittings

EXIT 141

DATE: JUNE 2003

Page 141

XSM15B01



Leading Edge and Tip

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

Front spar

Metallic sheet

CFRP Skins

Main spar box

TIP

Leading edge rib

LEADING EDGE Tip Aluminum alloy

Main spar box Front spar

Leading edge Metallic plate

MENU

HORIZONTAL STABILIZER - Leading Edge & Tip

EXIT 142

DATE: JUNE 2003

Page 142

XSM15B01



Leading Edge and Tip (cont’d)

Leading edge ribs Front spar

Tip

HORIZONTAL STABILIZER - Le Leadi ading ng Edge Edge & Tip Tip (cont (cont ’d)

MENU

EXIT 143

DATE: JUNE 2003

Page 143

XSM15B01



Trailing Edge Panels

Each side, the trailing edge is divided in four removable upper panels and eight removable lower panels. These panels are supported by ten CFRP monolithic ribs. Each panel is of sandwich construction skinned with CFRP layers.

TRAILING EDGE ACCESS PANEL S & RIB S

334AT (344AT)

Main box

Top panel FWD

334BT (344BT)

334CT (344CT) 334AB (344AB) 334DT (344DT)

334BB (344BB) 334CB (344CB) 334DB (344DB) 334EB (344EB) 334FB (344FB) 334GB (344GB) 334HB(344HB)

Rear spar

Bottom panel

Trailing edge ribs

MENU

HORIZONTAL STABILIZER - Tra Trailing iling Edge Pa Panels nels

EXIT 144

DATE: JUNE 2003

Page 144

XSM15B01



Elevators Elevators - General General

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

Hoisting points (3) Lightning strike strips

Rib 1 Rib 4 Inboard cap

Rib 5

Upper panel

Hinge fittings (6) Ac tu ator fittings (2)

Outer tip Leading edge ribs

Front spar

Lower panel MENU

HORIZONTAL STABILIZER - El Elev eva ator tors s - Ge Gene nera rall

EXIT 145

DATE: JUNE 2003

Page 145

XSM15B01



Elevator Box

The elevator box is made of two sandwich carbon fiber panels bolted to the front spar and fastened together in the trailing edge area through inserts. A riveted aluminium trailing edge completes the lightning strike protection of the elevator.

Honeycomb core

CFRP Skin

TRAILING TRAILING EDGE EDGE

Fastener

Insert

Metallic profile

UPPER UPPER PANEL PANEL

LOWER LOWER PANEL PANEL Front spar

MENU

HORIZONTAL STABILIZER - Ele Eleva vator tor Box (1/2)

EXIT 146

DATE: JUNE 2003

Page 146

XSM15B01



Elevator Box (cont’d)

Only 4 carbon ribs numbered as shown in the picture are riveted to the front spar and skins panels ensure the rigidity of the box. Ribs are riveted directly to the skin panels.

Rib 4 Rib 5

Rib 1 Front spar Rib 10

Rib 1

Rib 4

Lightning strike strips

Rib 5

Rib 10

LIGHTNING STRIKE STRIPS

MENU

HORIZONTAL STABILIZER - Elevator Box (2/2)

EXIT 147

DATE: JUNE 2003

Page 147

XSM15B01



Elevator Box (cont’d)

Lightning Lightning strike strike Strip Strip

Skin Skin Panel Panel

Trailing Trailing edge edge profile profile

MENU

HORIZONTAL STABILIZER - Elevator Box (cont ’d)

EXIT 148

DATE: JUNE 2003

Page 148

XSM15B01



Elevator Actuator & Hinge Fittings

The elevator fittings are bolted to the front spar and consist of: - Two actuator fittings (carbon fiber), - Six hinge fittings (aluminum alloy).

Act uat or f itt in gs

Hinge fittings

HORIZONTAL STABILIZER - Elevator Actuator & Hinge Fittings

MENU

EXIT 149

DATE: JUNE 2003

Page 149

XSM15B01



Elevator Tips

Removable tips are screwed to this box structure. The inner tip is a single carbon fiber sandwich construction bolted to the inner closing rib. The outer tip is made out of aluminium alloy.

Inner cap (CFRP)

INNER CAP (CFRP, sandwic h)

OUTER TIP (Aluminium alloy) Elevator box

A

MENU

HORIZONTAL STABILIZER - Elevator Tips

EXIT 150

DATE: JUNE 2003

Page 150

XSM15B01




DATE: JUNE 2003

Page 151

XSM15B01




DATE: JUNE 2003

Page 152

XSM15B01



1 - A319 / A320 /A321 STRUCTURE DESCRIPTION 1.6. WINGS

CENTER WING BOX

General Skin Panels Front Spar Rear Spar Frame 36 Frame 42 Internal Rib Structure Wing Root Joint

DATE: JUNE 2003

Page 153

XSM16A01



CENTER WING BOX General

The center section of the wing extends across the width of the fuselage and forms an integral fuel tank. It is bounded by the front and rear spars, the upper and lower skins and the root ribs (rib 1). Internally there are six spanwise truss type ribs extending from the front spar to the rear spar. The two spars are combined with frames, forming the fuselage frames 36 and 42. The center wing box provides external attachments and internal supports at the root ribs for the fuselage frames 37, 38, 39, 40 and 41. The entire assembly reacts external wing bending moment and transmits external wing shear and torsion into the fuselage at the root ribs through the above mentioned frames, but principally through frames 36 and 42.

FRAME36 FRAME36

FRAME FRAME 42 42

Upper Upper skin skin panels panels

Cruciform Cruciform fitting fitting

Rear par Rearsspar

Front Front spar spar Root Root rib rib 11

Lower Lower TT fitting fitting

MENU

CENTER WING BOX - General

EXIT 154

DATE: JUNE 2003

Page 154

XSM16A01



Skin Panels

The upper and lower skins consist of machined plates stiffened by internal spanwise stringers, made from extruded I-sections, attached to the skins by means of a Drivmatic Automatic Riveter. Upper skin: On the upper skin these stringers are stabilised at intervals by a series of machined brackets. An additional system of stiffeners on the upper skin provided in the chordwise direction, consisting of an external set of fabricated ribs which also support the cabin floor of structure. The upper skin is fabricated from two panels, whereas the lower skin consists of three panels.

A-A Stringer

Aft upp er pan el

Fwd upper panel

Fwd upper panel 7010T6

B-B

Aft upp er pan el 7010T651

Stringer

C-C

Stringer

FWD

MENU

CENTER WING BOX - Skin Panels

EXIT 155

DATE: JUNE 2003

Page 155

XSM16A01



Skin Panels (cont’d)

Lower skin:

B-B

Center panel Stiffener 8 Rear s par

Aft panel

Stiffener 11

Fwd panel

Front spar

Stringer

Aft panel

Center panel panel

A-A

Stringer

Fwd panel Triform fitting

MENU

CENTER WING BOX - Skin Panels (cont’d)

EXIT 156

DATE: JUNE 2003

Page 156

XSM16A01



Front Spar

The front spar is fabricated from extruded booms, a machined web and vertical heavy machined stiffeners on the aft face of the web and horizontal stiffeners, stabilised at intervals by small brackets, on the upper forward face. This heavy stiffening being required because the spar, apart from its other functions, also acts as a cabin pressure bulkhead. At the bottom of the front spar are attached a series of longitudinal beams supporting a horizontal pressure diaphragm which connects the pressure bulkhead at frame 35 to the wing structure. The rear spar is a monolithic element machined from forged stretched plate. The attachment of the main front and rear spars to the fuselage frames 36 and 42 is by means of pairs of fail safe elements machined from forgings which are assembled to the center wing box before assembly to the fuselage.

Frame 36 ref.

Upper skin panel

Front spar web

Lower skin panel Horizontal pressure bul khead MENU

CENTER WING BOX - Front Spar

EXIT 157

DATE: JUNE 2003

Page 157

XSM16A01



Front Spar (cont’d)

Front spar

MENU

CENTER WING BOX - Front Spar (cont’d)

EXIT 158

DATE: JUNE 2003

Page 158

XSM16A01



Rear Spar

The rear spar is a monolithic element machined from forged stretched plate. The attachment of the main front and rear spars to the fuselage frames 36 and 42 is by means of pairs of fail safe elements machined from forgings which are assembled to the center wing box before assembly to the fuselage.

Frame 42

Rear spar

- Rear spars MENU

CENTER WING BOX - Rear Spar

EXIT 159

DATE: JUNE 2003

Page 159

XSM16A01



Rear Spar (cont’d)

Rear spar

Top skin panel

Rib 1

Rib 1

Rear spar MENU

CENTER WING BOX - Rear Spar (cont’d)

EXIT 160

DATE: JUNE 2003

Page 160

XSM16A01




Rear s par

Door

MENU

CENTER WING BOX - Rear Spar (cont’d)

EXIT 161

DATE: JUNE 2003

Page 161

XSM16A01



Frame 36

Frame 36

MENU

CENTER WING BOX - Frame 36

EXIT 162

DATE: JUNE 2003

Page 162

XSM16A01



Frame 42

Frame 42

MENU

CENTER WING BOX - Frame 42

EXIT 163

DATE: JUNE 2003

Page 163

XSM16A01



Internal Rib Structure

A rod arrangement inside the wing center box is used to connect the upper and lower skin panels and to stiffen the entire box structure. These (lattice) ribs are fabricated from special light alloy rods and heavy machined beans.

Rod upper attachment

Fwd

Rib 1 A-A

B-B Lower skin p anel Rod

Rod

Lower skin panel MENU

CENTER WING BOX - Internal Rib Structure

EXIT 164

DATE: JUNE 2003

Page 164

XSM16A01



Internal Rib Structure (cont’d)

A rod arrangement inside the wing center box is used to connect the upper and lower skin panels and to stiffen the entire box structure. These (lattice) ribs are fabricated from special light alloy rods and heavy machined beans.

CENTER WING BOX - Internal Rib Structure (cont’d) 165

DATE: JUNE 2003

Page 165

XSM16A01



Wing Root Joint

At the root joint, the wing box presents a dihedral and sweep angle to the center box, which necessitates a complete joint at rib 1 (stringers, skin panels and spar joints). Skin Panel joints. The upper and lower wing skin panels (outer wing box) are joined to the center wing box (inside the fuselage) by means of forged fittings: - A cruciform fitting for the upper skin panels. - A “T” fitting and an external fail safe butt strap for the lower skin panels.

Cruciform fitting

OUTER WING BOX

CENTER WING BOX

Rib 1 datum

Triform Fitting

MENU

CENTER WING BOX - Wing Root Joint

EXIT 166

DATE: JUNE 2003

Page 166

XSM16A01



Wing Root Joint (cont’d)

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

View on F

Center win g box upper sk in panel

Center wing bo x stiff ener

Rib 1

Crown fitting

Cruciform fitting Outer wing box upper skin panel Center win g box upper sk in panel

F

Outer wing box stringer OUTER WING BOX TOP SKIN PANELS JOINT

Center wing box string er

Crown fitting

CENTER WING BOX Root rib 1

MENU

CENTER WING BOX - Wing Root Joint (cont’d)

EXIT 167

DATE: JUNE 2003

Page 167

XSM16A01




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

Rib 1

Triform fitting

OUTER WING BOX Stringer

CENTER WING BOX Rib 1

Triform fitting Stringer

Outer wing box lower ski n panel

BOTTOM SKIN PANELS JOINT

Lower 3 parts butt strap

Center wing bo x lower sk in panel

MENU


EXIT 168

DATE: JUNE 2003

Page 168

XSM16A01




Skin joints at frame location

Fuselage skin

Frame foot fittings Cruciform fitting Upper skin Stringer

Rib 1

Crown fitting

Rib 1

Vertical fittings

CENTER WING BOX

Triform fitting Lower skin

Stringer

MENU


EXIT 169

DATE: JUNE 2003

Page 169

XSM16A01




Spar joints.

Rear spar web

Frame 42

Vertical tee fitti ng

Frame 42

CENTER CENTER WING WING BOX BOX

Internal corner fitting Bottom skin panel

Internal corner fitting

External corner fitting


Triform fitting

CENTER CENTER WING WING BOX BOX

Bottom strap

A

Rear spar boom

A



Frame 42 OUTER OUTER WING WING BOX BOX


Internal corner fitting OUTER OUTER WING WING BOX BOX

Triform fitting

B

B

Bottom strap Bottom skin Triform fitting panel

SPAR JOINTS

Bottom strap

Internal corner fitting MENU


EXIT 170

DATE: JUNE 2003

Page 170

XSM16A01



STUDENTS’ NOTES

DATE: JUNE 2003

Page 171

XSM16A01




DATE: JUNE 2003

Page 172

XSM16A01



1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.6. WINGS

OUTER WING BOX

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

DATE: JUNE 2003

Page 173

XSM16B01



OUTER WING BOX General

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

Tip fence

Main box (Skin panels, stringers, spars, ribs)

Fixed trailing edge structure

Fixed leading edge

Main landing gear attachment structu re

MENU

OUTER WING BOX - General

EXIT 174

DATE: JUNE 2003

Page 174

XSM16B01



Dry Bay / Collector Cell

A dry bay is built into the front of the fuel tank between ribs 5 and 6 to protect against turbine disc failure. The closed area between rib 1 and rib 2 forms a collector cell for the main fuel pumps.

Top skin panels COLLECTOR CELL

Front spar Rib 6 Rib 2

Rib 2 Rib 5

DRY BAY

COLLECTOR COLLECTOR CELL CELL Bottom skin panels

Front spar

Rib 27

Root rib 1

Rear spar

MENU

OUTER WING BOX - Dry Bay / Collector

EXIT 175

DATE: JUNE 2003

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XSM16B01



Drip Fence

A drip fence is installed on the bottom skin at rib 22, inboard of the NACA intake access panel. The drip fence is an aluminium alloy angle which prevents fuel (out of NACA intake) from flowing down the wing surface to the pylon area. The angle stops the flow of fuel and causes it to drop to the ground.

DRIP FENCE

Rib 21

Rib 23

Rib 22

MENU

OUTER WING BOX - Drip Fence

EXIT 176

DATE: JUNE 2003

Page 176

XSM16B01



Engine Pylon Attachments

The engine pylon is attached to the main wing box using four main components: - Two forward brackets, - Thrust spigot, - Rear mounting bracket. The forward brackets are cantilevered off the forward face of the front spar and support the links attached to the forward lugs on the pylon. Each bracket consist of a pair of back to back components bolted together, providing a fail safe capability. The brackets take vertical loads only. The spigot is attached to the bottom flanges of the forward brackets and picks up with the top deck of the pylon. It takes thrust and side loads. There is a fail safe pin down the center of the spigot.

FORWARD FORWARD ATTACHMENT ATTACHMENT

Pylon forward pick-up attachments

Top skin panel

Front spar

FORWARD

Rib 7 Rib 8

Reinforcing plate

Reinforcing plate

Spigot (Trust)

Bottom skin panel MENU

OUTER WING BOX - Engine Pylon Attachments

EXIT 177

DATE: JUNE 2003

Page 177

XSM16B01



Engine Pylon Attachments (cont’d)

The rear pylon mounting is a simple point attachment to a spherical bearing which picks up with the rear top deck of the pylon. Attachment to the wing is via an inter-costal between ribs 7 and 8.

REAR REAR ATTACHMENT ATTACHMENT

Top skin panel Rib 7 Rib 8 Pylon Pylon rear rear fitting fitting

Simple lug bracket

Bottom skin panel

OUTER WING BOX - Engine Pylon Attachments (cont’d)

MENU

EXIT 178

DATE: JUNE 2003

Page 178

XSM16B01



Top Skin Panels

The top skin is made from zinc bearing aluminium alloy (type 7150) material. The high proof strength of this type of material makes it ideal for a surface predominantly in compression. Due account is taken of the reserve bending loads to ensure that there are no fatigue problems. The skin consists of mainly “ “ section stringers attached to a two panel skin. Stringer 13 and 14 are “ “ section and are capped between rib 2 and 22 to form a duct leading into the surge tank. Outboard of rib 22 the “ “section stringers blends into “ “ sections. Skin panels and stringers are fully machined to produce minimum weight components with optimum grading of skin thickness and stringer area to ensure satisfactory stability of the upper surface. The skin panels are locally increased in thickness at pylon, flap track and aileron attachments and there is also an internal doubler plate at the forward pylon attachments and fail safe chordwise straps at ribs 7 and 8. Stringers are attached to the skin using rivets except at joints and rib stations where interference fit bolts are used. A standard emergency fuel filler hole, suitably reinforced, is provided between ribs 19 and 20.

Typical Typical stringer stringer shape shape

Main landing gear reinforcing plate

MENU

OUTER WING BOX - Top Skin Panels

EXIT 179

DATE: JUNE 2003

Page 179

XSM16B01



Top Skin Panels (cont’d)

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

Top Top skin skin reinforcing reinforcing plate plate (pylon) (pylon)

Top skin reinforc ement (inside)

MENU

OUTER WING BOX - Top Skin Panels (cont’d)

EXIT 180

DATE: JUNE 2003

Page 180

XSM16B01



Bottom Skin Panels

The bottom skin, which is predominantly in tension, is made from copper bearing aluminum alloy (type 2024) material and consists of fifteen stringers attached to a three panel skin. The skin panels are joined at stringer 8 and 11 by two spanwise butt straps extending to approximately rib 21. The cover is designed to meet the demanding fatigue requirements and fully exploits the excellent fatigue resistance and slow crack propagation rates of the 2024 alloy. The skins are extensively machined on the inner surface to produce minimum weight components. They are shot peen formed after machining. The center skin panel contains the main access holes. The stringers are made from extrusions and fully machined to provide optimum sections. The stringers are joint-free and are attached to the skin using interference fit bolts. In the pylon and undercarriage regions the skin is reinforced by doubler plates bolted to its external surface.

Typical Typical stringer stringer shape shape

2 Front spar 1

4 3

6 5

8 7

12 14 11

FWD

13 15

Stringers Rear s par Ribs 1

9

2 10

3 4 5 6

Skin panel 1

7 8

Skin panel 2 Stgr 8

9 Skin panel 3

10

Stgr 11 11 MENU

OUTER WING BOX - Bottom Skin Panels

EXIT 181

DATE: JUNE 2003

Page 181

XSM16B01



Bottom Skin Panels (cont’d)

In the pylon and undercarriage regions the skin is reinforced by doubler plates bolted to its external surface.

MLG reinforc ing plate

REINFORCING PLATES

Rear spar ref. False rear spar ref.

Pylon reinforcing plate

Pylon reinforcing plate Main landing gear reinforcing plate

7 8

MENU

OUTER WING BOX - Bottom Skin Panels (cont’d)

EXIT 182

DATE: JUNE 2003

Page 182

XSM16B01



Bottom Skin Panels (cont’d)

Bottom skin reinforcing plates in pylon and main landing gear attachment areas.

Bottom Bottom skin skin reinforcing reinforcing plate plate (pylon) (pylon) Front spar datum

Main ng plate Main landing landing gear gear reinforci reinforc ing plate Gear rib datum

Rib 5

Gear rib datum Rear spar datum

Rib 7 Taper indicated thus

Rib 8

Taper change Rib 8 Rib 7 Rib 5 datum

MENU

OUTER WING BOX - Bottom Skin Panels (cont’d)

EXIT 183

DATE: JUNE 2003

Page 183

XSM16B01



Wing Access Panels

One integral fuel tank is formed in each wing between rib 1 and rib 22. All bolting in the primary structure is of the interference fit type with the exception of the rib to spar bolts and those for the attachment of access doors. The interference fit type bolts are used to improve structural fatigue life and ensure adequate sealing of the fuel tanks. Interchangeable manhole access panels in the lower wing skin provide access to the internal structure during build and in-service maintenance. The manhole access panels are of load carrying and non-load carrying types. The non-load carrying panels are used between ribs 1 and 13 and load carrying panels outboard of this rib. All panels are sealed by replaceable seals.

Rib 13

Clamped doo rs

Rib 13

Bolted doors

Outboard

Inboard

Outside

CLAMPED DOORS BOLTED DOORS

Inside

Man hole doors addition al information

MENU

OUTER WING BOX - Wing Access Panels

EXIT 184

DATE: JUNE 2003

Page 184

XSM16B01



Wing Access Panels (cont’d)

MENU

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

EXIT 185

DATE: JUNE 2003

Page 185

XSM16B01



Spars - General

The outer wing contains three spars: - a front spar (single piece), - a rear spar (three piece), - a rear false spar (aft of the rear spar). All spars are made from aluminum alloy (7010) using rolled stretched plates.

Rib 6

Front spar

Rib 22

Rib 27 Rear spar Rear s par jo in t at r ib 22

jo int at r ib 6 Rear spar 3 sections

False rear spar

MENU

OUTER WING BOX - Sp ar s - Gen er al

EXIT 186

DATE: JUNE 2003

Page 186

XSM16B01



Front Spar

The front spar is machined in a single piece and contains rib posts, stiffeners, panels, crack-stopper, cutouts for slat tracks, reinforcement etc. The integral crack-stopper extends out to rib 24 and is continuous except for a portion in the region of the pylon (ribs 6B to 8) where it is replaced by a bolt-on titanium alloy strap. The crack-stopper is located at approximately on third panel height from the bottom flange. The innermost portion of the front spar contains a cut-out which is used for wing join-up by a permanently bolted on ‘build door ’which forms part of the shear web.

Aft view , lo ok ing for ward

Crack stopper Track 4

Top flange

Track 3

Track Track 1 Track Track 2

BoltBolt-on titanium alloy strap ( front face) face)

Spar web

Bottom flange

Track 10

Rib 21

Rib 8

Rib 20

Rib 6

Rib 7 Track 9 Rib 19

Rib 5

Rib 4

Rib 3

Rib 2

Vertical tiffeners Vertical sstiffeners Rib 18

Add it io nal In fo rmat ion

MENU

OUTER WING BOX - Front Spar

EXIT 187

DATE: JUNE 2003

Page 187

XSM16B01




Additional information - Typical spar thicknesses

FRONT SPAR

MENU

OUTER WING BOX - Front Spar (cont’d)

EXIT 188

DATE: JUNE 2003

Page 188

XSM16B01





FRONT SPAR

MENU


EXIT 189

DATE: JUNE 2003

Page 189

XSM16B01





MENU


EXIT 190

DATE: JUNE 2003

Page 190

XSM16B01



Slat Track Cans

Track cans 11 and 12 are made from pressed aluminum alloy and aluminum alloy plate welded together. The remaining cans are made from an aluminum alloy tube and aluminum alloy plate welded together. The track cans are held in position by: - the brackets and the cleats attached to the top skin, - the flanges attached to the front spar. Train pieces are attached to the track cans and let liquid come out through the bottom skin.

Ribs Bottom wing

2

Track can 4

8

9 Slat

19

10

Slat track

18

11 12

17

16

15

14

8

5

5 4

7

9

6 12

2 3

6

Track cans location

7

3

1

10 11

13

20 22

21

23 25

24

26 27

Front spar

Slat track can

MENU

OUTER WING BOX - Slat Track Cans

EXIT 191

DATE: JUNE 2003

Page 191

XSM16B01



Rear Spar

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

Rib 2

Rib 3

Rib 4 Top flange

Vertical stiffeners

Rib 5

Bottom flange

Crack stopper

Spar Web

Add it io nal i nfo rmat ion

MENU

OUTER WING BOX - Rear Spar

EXIT 192

DATE: JUNE 2003

Page 192

XSM16B01




Rear spar additional information - Typical thicknesses

MENU

OUTER WING BOX - Rear Spar (cont’d)

EXIT 193

DATE: JUNE 2003

Page 193

XSM16B01



Rear Spar (cont’d )

Rear spar additional information - Typical thicknesses

MENU


EXIT 194

DATE: JUNE 2003

Page 194

XSM16B01




Rear spar joints at rib 6 and 22.

Spar Spar joint assembly assembly at at rib rib 66

Rib 6 Middle spar

Rib 22

Rib 6

Inner spar Titanium reinforcing strap

Joint plate

Integral crack stopper

Gusset bracket

Spar Spar joint joint assembly assembly at at rib rib 22 22 Rib 22 datum

Outer spar datum

Middle spar datum

MENU


EXIT 195

DATE: JUNE 2003

Page 195

XSM16B01




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

Rear s par

Pintle fitting Jack fitting Pintle fitting

Recess for pintle fitting

Aft angl e (out er)

Aft angl e (mid )

Side stay fitting

Aft angle

Inside view

MENU


EXIT 196

DATE: JUNE 2003

Page 196

XSM16B01



Jacking Points

A jacking point is provided on the lower surface of the wing at the intersection of the rear spar and rib 9.

Jacking bracket

Rib 9 datum

A

Lower inside skin line Middle spar

Rib 9 datum

Jacking bracket

Middle spar datum

MENU

OUTER WING BOX - Jacking Points

EXIT 197

DATE: JUNE 2003

Page 197

XSM16B01



Rear False Spar / Main Landing Gear Support Structure

A false rear spar connects the aft end of the gear rib to the wing box between ribs 8 and 9. This spar, together with the skins, the gear rib and internal riblets forms a torque box. The sidestay is attached, via a spherical bearing and steel cardan pin, to the sidestay fitting on the rear spar at rib 9. Retraction jack loads (jack p redominantly in compression during retraction) are taken via bearing to the jack fitting lying along the rear spar between ribs 2 and 3.

Top skin stiffeners Gear support rib 5 Pintle fitting Retraction jack fitting

False rear spar

Gear rib 5

Aft att achm ent

Aft att achm ent

Pintle fitting

Side stay fitting

Jack fitting Aft angl es

OUTER WING BOX - Rear False Spar / MLG Support Structur e

MENU

EXIT 198

DATE: JUNE 2003

Page 198

XSM16B01



Ribs

The twenty-six ribs are positioned to give a near optimum spacing for supporting the top and bottom skins achieving the best position for those ribs carrying the loads from the main landing gear, engine pylon, flap tracks. All ribs are integrally machined using rolled stretched plate of aluminium alloy 7010. In the inner wing, rib 1 to 8 contain cut-outs used for inter-bay access. Ribs 15 (only for A321 and A320), 22 and 27 are fuel bulkheads whilst rib 2 is partially sealed to keep the fuel pumps submerged. All ribs are attached to the skins by interference fit bolts.

2 3

4 5

6

7 8 9

10 11 12 13

Rib Rib to to spar spar assembly assembly 15

14 16

17 18

19 20

21 22

Rib

23 25 24 26

Spar 27

Rib Rib to to top top skin skin assembly assembly Rib

Top skin Add it ion al i nfo rm atio n

MENU

OUTER WING BOX - Ribs

EXIT 199

DATE: JUNE 2003

Page 199

XSM16B01



Ribs (cont’d)

Additional information - Example of rib thicknesses.

Typical Typical rib rib thickness thickness example example -- Rib Rib 44 MENU

OUTER WING BOX - Ribs (cont’d)

EXIT 200

DATE: JUNE 2003

Page 200

XSM16B01



Ribs (cont’d)

Flap track ribs.

Flap Flap track track rib rib

Flap track rib

MENU

OUTER WING BOX - Ribs (cont’d)

EXIT 201

DATE: JUNE 2003

Page 201

XSM16B01




DATE: JUNE 2003

Page 202

XSM16B01



1 - A319 / A320 / A321 STRUCTURE DESCRIPTION 1.6. WINGS

WING LEADING EDGE & TRAILING EDGE

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

DATE: JUNE 2003

Page 203

XSM16C01



WING LEADING EDGE & TRAILING EDGE Leading Edge and Leading Edge Devices

The leading edge, forward of the wing box front spar and between the wing root rib 1 and rib 27 includes: - The fixed leading edge structure, - Five control surfaces - Slats 1 to 5, - Slat 1, inboard of the engine pylon, - Slats 2 thru 5, outboard of the engine pylon. The five slats are connected to the fixed leading edge by slat tracks. The fixed leading edge houses the following systems: - The environmental protection system (ATA 36-14-00) between the wing root and rib 12, - The wing ice protection (ATA 30-11-00), - The engine bleed air supply system - Ducting - (ATA 36-11-00), - The electrical, hydraulic and pneumatic installations.

Leading edge (57 - 41 - 00)

Slat 1 (57 - 42 - 21)

Slat 2 (57 - 43 - 21)

Slat 3 (57 - 44 - 21)

Slat 4 (57 - 45 - 21)

Slat 5 (57 - 46 - 21)

WING LEADING & TRAILING EGDES - Leading Edge General

DATE: JUNE 2003

Page 204

MENU

EXIT 204

XSM16C01



Leading Edge Fixed Structures

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

Nose ribs

Wing front spar

Track 4

Stiffeners

Track 3

Spars Track 2

Track ribs

Track 1

Track 12 Track11

Intermediate Track 10 ribs Track 9

Skins

Track 8

Lower access panels Track 7

Track 6

Track ribs Spar Intermediate rib s

Wing box front spar

Track 5

WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure

DATE: JUNE 2003

Page 205

MENU

EXIT 205

XSM16C01



Leading Edge Fixed Structures (cont’d)

Doubler

Wing front spar Stiffeners

Track 4 Track 3

Spars Track 2

Track ribs

Track 1

Spreader plate

Wing front spar

Skins

Intermediate ribs Finger plate

Lower access panels

Cleat - stringer

Spar

Track ribs

Corner plate

Rib Ang le Skin

Stiffener

Spar

Plate WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure (cont’d)

DATE: JUNE 2003

Page 206

MENU

EXIT 206

XSM16C01



Leading Edge Fixed Structures (cont’d)

Wing front spar Stiffeners

Track 4

Pylon Fwd Att ach ment area

Track 3

Spars Track 2

Track ribs

Track 1

Intermediate rib s

Doubler Skins Leading edge skin assembly

Track rib

WING LEADING & TRAILING EGDES - Leading Edge Fixed Structure (cont’d)

DATE: JUNE 2003

Page 207

Wing box front spar

MENU

Pylon inner outer leading edge ribs

EXIT 207

XSM16C01



Slats - General

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

Track 4

Track 3

A

Slat 1

Track 2

Track 1

Main riveted struc ture

Slat 2 Slat 3 Slat 4 Slat 5

Track rib 3

Track rib 4

Track rib 2

Hoisting lug

Outboard end rib A

Trailing edge structure

Intermediate ribs

Slat 1 structure

Track rib 1

Inboard end rib

Section A-A Stringer Track rib

Track 1

Rear spar Track 2

Top skin


Lower skin

Trailing edge Fairing

Track 3


Track 4 Top skin

Lower girder

Top skin Rear spar Trailing edge profile Bottom skin Honeycomb core

WING LEADING & TRAILING EGDES - Sl at s - Gen er al

DATE: JUNE 2003

Page 208

MENU

EXIT 208

XSM16C01



Slats Construction

The main structure of each slat is a riveted assembly of aluminum alloy skin, stringers and ribs. The track ribs are machined from plate while th e intermediate ribs and skins are formed from sheet material. The slat trailing edge structure is made from aluminum alloy and includes a honeycomb core sandwich between face sheets and closed at its aft tip by a machined edge member. In order to meet the fail safe requirements, slat 1 is mounted using four tracks, the middle two tracks being driven. Failure of any one track will not result in the slat becoming detached. Slats 2, 3, 4 and 5 have two tracks, both being driven.

Hoisting lug Slat 1

Track rib 7

A

SLAT 3 DETAILED

Front spar

Slat 2


Slat 3 Slat 4

C

Inboard end rib

Slat 5

Hoisting lug Outboard end rib

Intermediate ri b

Seal

Main riveted structure

C

Elbows A Seal

Track rib 8

Top plate Seal

Piccolo tube and plate C-C Hold down rib

Rear spar

Lower girder

WING LEADING & TRAILING EGDES - Slats Construction

DATE: JUNE 2003

Front spar Bottom skin

Finger strip

Piccolo tube plate

Page 209

Honeycomb core

Seal

Piccolo tube ref. Piccolo tube

Trailing edge profile

Upper girder

Top skin

Rubbing Rubbing bock

Exhaust air holes

Rubbing block

Stop Hold down bracket MENU

EXIT 209

XSM16C01



Trailing Edge Fixed Structures

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

Overwing panel

Overwing panel

Underwing panel

Underwing panel False rear spar

Shroud box - Top and bottom skin

Flap drive 2 bracket

Fixed shroud - Top and bottom skin Spoiler 2 hinge fitting

Trailing edge falsework - top and bottom panels

Shroud box structure Wing rear spar

Trailing edge falsework - top skin panel

Spoiler 1 hinge fitting

Spoiler 4 hinge fitting Fixed panel assembly aileron

Fixed shroud structure

Flap drive 3 br acket


Spoiler 3 hinge fitting Flap support rib

Strips, closing plates & seals Flap drive 3 br acket Ai ler on h in ge fi tt in gs

Ail eron su pp ort str uct ur e Acc ess p anels

WING LEADING & TRAILING EGDES - Fixed Trailing Edge

DATE: JUNE 2003

Page 210

MENU

EXIT 210

XSM16C01



Trailing Edge Fixed Structures (cont’d)

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

Trailing edge falsework

False rear spar

Riblets Pylon attachment fittings


Ribs

Wing box rear spart Riblets

Flap drive 2 bracket

WING LEADING & TRAILING EGDES - Fixed Trailing Edge (cont’d)

DATE: JUNE 2003


Page 211

Flap drive 3 bracket MENU

EXIT 211

XSM16C01



A319/A320 Flaps

Each inner and outer flap (for A319 and A320) are divided into three main parts: - A leading edge, - A flap box, - A trailing edge.

Rubbing strips Rear spar Front spar Trailing edge structure

A319 / A320 FLAPS

Flap box

Rib 1 Inner flap

Rib 5

Flap track fairing

Leading edge

Flap track fairing

Flap track fairing

Rib 9 Rubbing strips

Flap track 2

Rib 14

Flap track 3 Flap track 4

Outer flap

Flap box

Rib 1


Rib 4

Rear spar

Rib 8

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

DATE: JUNE 2003

Page 212

MENU

EXIT 212

XSM16C01



A319/A320 Flaps (cont’d)

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

Adj us tabl e seal

Ribs Trailing edge

Rear spar Inner and outer rib 5 Rib 6 Front spar

Lower Lower skin Inner and outer rib 14

A319 A319 // A320 A320 Flaps Flaps -Construction Construction principles principles Hoisting fitting

Rib 15

Leading edge Upper skin Top skin with integrated stiffeners Front spar CFRP, monolithic

CFRP, monolithic Rear spar CFRP, monolithic Trailing edge structure Aluminum alloy

Leading edge CFRP, sandwich

Bottom skin with integrated stiffeners CFRP, monolithic

WING LEADING & TRAILING EGDES - A319/A320 Flaps (cont’d)

DATE: JUNE 2003

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A321 Flaps

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

Rear spar A321 A321 Flaps Flap s

Inner flap tab

Front spar

Inboard Inboard flap flap

Rubbing strips Flap tab

Inner flap


Outer flap

Flap box

Outer flap tab

Rib 1

Rib 7 Leading edge 1B Flap track fairing

Flap track 4

1A Rib 13

3A 3C

Inner flap Rubbing strips

3B

Tab hinges

Rib 1 Flap track 3

Flap track fairing

Rib 2

Outboard Outboard flap flap

Flap tab

Rib 4

Flap track 2

Rib 8

Flap box

Leading edge Rib 11 Rib 15

A321 Flap Co ns tr uct io n det ail s

Rib 18 MENU

WING LEADING & TRAILING EGDES - A321 Flaps

DATE: JUNE 2003

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A321 Flaps (cont’d)

Additional information: A321 flap construction details (ribs and spars).

Rib 1 Ribs Ribs Rear Rear spar spar

Rib 1

Rib 13

Front Front spar spar Rib 9 Rib 10

Rib 13 WING LEADING & TRAILING EGDES - A321 Flaps (cont’d)

DATE: JUNE 2003

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

Upper Upper skin skin

WING LEADING & TRAILING EGDES - A321 Flaps (cont’d)

DATE: JUNE 2003

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

Bottom Bottom skin skin

WING LEADING & TRAILING EGDES - A321 Flaps (cont’d)

DATE: JUNE 2003

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Flap Track Fairings

The flap track fairing (e.g. No. 2) is divided into two parts, a forward fixed portion attached to the the wing bottom skin and a hinged aft part driven by a link from the flap and supported on the flap beam. The fairing shell is of CFRP / Honeycomb sandwich construction.

A319 / A320 FLAPS TRACK FAIRINGS

R

WING LEADING & TRAILING EGDES - Fla Flap p Track Track Fairings Fairings

DATE: JUNE 2003

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Spoilers

There are five spoilers on the upper surface of the wing trailing edge which have the following functions: - Roll function, speed-brake speed-brake function, ground spoiler spoiler function, - Spoiler 1 is connected connected to the rear false spar, - Spoilers 2 to 5 are connected to wing wing rear spar.

A321 SPOILERS

A319 / A320 SPOILERS

Spoiler 2

Spoiler 1 Spoiler 2

Spoiler 3

Spoiler 1

Spoiler 3

Spoiler 4

Spoiler 4

Spoiler 5

Spoiler 5

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WING LEADING & TRAILING EGDES - Sp oi oi l er er s

DATE: JUNE 2003

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Spoilers (cont’d)

The five surfaces are of similar construction consisting of a sandwich structure bonded using carbon fiber composite skins, and Nomex honeycomb core. The central hinge fitting, integral with the actuator attachment is machined from aluminum alloy, as are the end hinge fittings.

Outer hinge bracket

B Honeycomb core

B D

C

C D Center Center hi nge bracket

Trailing edge

Outer hinge bracket Seal Honeycomb core

Act uato r attachment fitting

Skins (CFRP)

Link

Seal

Details

WING LEADING & TRAILING EGDES - Sp Spoile oilers rs (cont’ (cont’d) d)

DATE: JUNE 2003

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Spoilers (cont’d)

WING LEADING & TRAILING EGDES - Sp Spoile oilers rs (cont’ (cont’d) d)

DATE: JUNE 2003

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Ailerons

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

Ribs

Construction details

Hinge fitting Act uato r fi tti ng

Top skin panel

Hinge fitting Act uato r fi tt in g Hinge fitting

Trailing edge profile

Diaphragms (upper, lower)

Hinge fitting Hinge fitting Bottom skin panel Outboard rib Upper diaphragm

Top skin panel

Trailing edge profile Lower diaphragm

Spar

Bottom skin panel

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WING LEADING & TRAILING EGDES - A ilil er er on on s

DATE: JUNE 2003

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Ailerons (cont’d)

Trailing edge

Closing rib

Ribs, Ribs, skin skin panels panels

WING LEADING & TRAILING EGDES - Aile Ailerons rons (c (cont’d) ont’d)

DATE: JUNE 2003

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Ailerons (cont’d)

Top skin panel

Hinge Hinge fitting fitting Act uato r fi tti ng s

Spar

Rib

Diaphragms

Hinge fitting

Bottom skin panel Act Actuato uatorr fifitti tting ng Top skin panel

Rib

Spar Rib

Bottom skin panel

WING LEADING & TRAILING EGDES - Aile Ailerons rons (c (cont’d) ont’d)

DATE: JUNE 2003

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Ailerons (cont’d)

Act uato r fi tti ng s

Hinge fitting Diaphragms

Diaphragms

Upper diaphragm Diaphragms Diaphragms

Bottom skin panel

Spar

Leading edge Lower skin panel Lower diaphragm

WING LEADING & TRAILING EGDES - Ailerons (cont’d)

DATE: JUNE 2003

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A320 Structure Description

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