Single Aisle 
 TECHNICAL TRAINING MANUAL 
 CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl
2&3) 
 STRUCTURE 
 This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
 Single Aisle TECHNICAL TRAINING MANUAL

STRUCTURE
Structure General (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
A318 Fuselage D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Pylons/Nacelles D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
A318 Stabilizers D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Windows D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
Wings D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Structure Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . . 256
Window Damage Identification D/O (3) . . . . . . . . . . . . . . . . . . . . . 288
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STRUCTURE GENERAL (3)

AIRCRAFT MATERIALS
METALLIC MATERIALS
The basic A/C structure is made of aluminum alloys with stainless
steel and titanium alloys in specific areas.
COMPOSITE MATERIALS
Composite materials are used for primary and secondary structure.
Composite materials represent about 15% of the A/C structural weight.
Carbon Fiber Reinforced Plastic (CFRP) is mainly used for primary
structures, whilst Aramid Fiber Reinforced Plastic (AFRP) and Glass
Fiber Reinforced Plastic (GFRP) are only used for secondary
structures.
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AIRCRAFT MATERIALS - METALLIC MATERIALS & COMPOSITE MATERIALS

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION
AIRCRAFT DRAINAGE
Wings and fuselage have different types of drains. Holes and gaps are
meant to be used for a natural drainage of the fluid collection points.
Drain holes are drilled before application of pretreatments. Remote
drains are used when natural drainage is not possible.
SURFACE PRETREATMENT
The protection of the structure against corrosion is achieved by means
of appropriate surface pretreatment of the metallic parts.
Aluminum alloys: the primary protection is generally a pure aluminum
cladding. The main pretreatment used is the unsealed chromic acid
anodizing.
Titanium alloys: surface interfaying with aluminum alloy parts are
zinc sprayed. The other titanium alloy surfaces are left bare. Titanium
fasteners are either sulphuric acid anodized or aluminum coated.
Composite materials are left bare.
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STRUCTURE PROTECTION - AIRCRAFT DRAINAGE & SURFACE PRETREATMENT

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION (continued)
PAINT SYSTEM
Before the final paint system, all aluminum parts are primed. The
paint system used includes polyurethane primers and paint on the
external surfaces, and epoxy primers and polyurethane paint on the
internal surfaces. Anti-slip paint is the overwing escape zones.
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STRUCTURE PROTECTION - PAINT SYSTEM

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STRUCTURE GENERAL (3)

STRUCTURE PROTECTION (continued)
NO STEP AREAS
Protective mats are required on the horizontal stabilizer as it is a carbon
fiber structure.

JACKING POINTS
Three jacking points are provided, one below each wing outboard of the
pylon and one in front of the NLG bay.
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STRUCTURE PROTECTION & JACKING POINTS

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES
The Main structure differences between the A319/A320/A321 and the
A318 are due to the reduced length of the fuselage. There are several
general structure changes, laser beam welded structures and the vertical
stabilizer fin tip extension.
GENERAL STRUCTURE CHANGES
The main general structure changes are:
- on section 17, due to reduced length of the fuselage, the longitudinal
beams, the seat rails and the Z-profiles are replaced by new ones. The
crossbeams at FRame 52, FR53 and FR54 are removed. New
crossbeams are installed between FR55 to FR64,
- due to its location in the non-cylindrical part of the fuselage, a new
cargo sill box replaces the A319/A320/A321 one's, in section 17,
- on section 15, the A319/A320/A321 skin panels have been modified.
For weight reduction the A318 skin panels are thinner than the
A319/A320/A321 one's,
- the aft part of the belly fairing is modified due to an overlap with
non-cylindrical part of the fuselage. To avoid interference with cargo
compartment door, the A318 belly fairing is two panels shorter than
the A319/A320/A321 one's.
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A318 STRUCTURE DIFFERENCES - GENERAL STRUCTURE CHANGES

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
VERTICAL STABILIZER
Compared with A319/A320/A321 A/Cs, the A318 vertical stabilizer
fin tip is 750 mm (29,5 in.) longer.
The new developed tip is completely made of GFRP. There is an
additional fin leading edge panel. There is a new spar and a new CFRP
adaptor box, between the fin base and the fin tip.
The metallic rudder tip is longer by 100 mm in vertical direction. The
rudder trailing edge is increased in width by 50 mm.
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A318 STRUCTURE DIFFERENCES - VERTICAL STABILIZER

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
LASER BEAM WELDING
The technology used for the A319/A320/A321 A/Cs is riveted
skin/stringer. On the A318, the skin/stringer connections are welded.
The new laser beam welded skin panels are installed in:
- the sections 13/14, FR24 to FR35, stringers 18 to 32,
- the sections 16/17, FR47/54 to FR64, stringers 32 to 41.
The skin panels are made thicker where the stringers are welded onto
them.
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A318 STRUCTURE DIFFERENCES - LASER BEAM WELDING

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STRUCTURE GENERAL (3)

A318 STRUCTURE DIFFERENCES (continued)
CARGO DOORS
The A318 forward and aft cargo doors are smaller. The new cargo
door width is reduced from 1.82 m (71.5 in) to 1.28 m (50.5 in). The
under-floor cargo offers a usable volume of 21.21 m3. There is no
containerized cargo system option.
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A318 STRUCTURE DIFFERENCES - CARGO DOORS

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DOORS D/O (3)

GENERAL
The fuselage has:
- 4 passenger/crew doors,
- 2 or 4, emergency exits depending on the A/C type,
- 2 cargo compartment doors,
- 1 bulk cargo compartment door (A320 & A321 only),
- landing gear bay doors and access doors for servicing and maintenance.
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GENERAL

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DOORS D/O (3)

PASSENGER COMPARTMENT DOORS
PASSENGER/CREW DOOR
The aircraft has four type C passenger doors, located on each side of
the fuselage at frame (Fr) 16/20 and 66/68.
Normal operation of the door is possible from the inside and the
outside of the aircraft. Arming of the emergency operation is only
possible from inside.
The doors are of fail-safe, plug-type construction. The structure is of
conventional design, composed of an outer skin, frame segments and
beams. Edgemembers built a surrouding frame on which hinge fittings
and locking mechanisms are installed. The loads resulting from cabin
pressure are transferred by stop fittings located on each side of the
door and the frame.
All the doors include an evacuation system. The escape slides or slide
/ rafts are stowed at the lower part of the passenger/crew door.
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PASSENGER COMPARTMENT DOORS - PASSENGER/CREW DOOR

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DOORS D/O (3)

PASSENGER COMPARTMENT DOORS (continued)
EMERGENCY EXIT DOORS
On A318 and A319 aircraft are two Type III overwing emergency
exits installed, one on each side of the fuselage.
The A320 aircraft has four Type III overwing emergency exit doors,
two on each side of the fuselage.
In an emergency, these exits can be opened manually.
These emergency exits are of conventional plug type construction and
contain a standard size passenger cabin window.
The A321 aircraft has four Type "C" emergency exits, one on each
side of the fuselage sections 14A and 16A, between Fr 35.1 and 35.3A
and between Fr 47.2A and 47.4. The structural design and operation
of these plug-type exits is similar to the passenger doors.
In an emergency, these exits can be opened manually; they are operated
like the passenger doors.
These emergency exits are of conventional plug-type construction.
A slide (or slide/raft) is installed in a compartment below each door.
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PASSENGER COMPARTMENT DOORS - EMERGENCY EXIT DOORS

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DOORS D/O (3)

CARGO COMPARTMENT DOORS
FWD & AFT CARGO DOORS
Two doors in the lower RH side of the fuselage provide access to the
main cargo compartments.
These doors are designed to carry loads from differential pressure and
circumferential loads of the frames from the fuselage. With this
consideration, they are of conventional design and have:
- an outer and inner skins,
- an internal structure of drop-forged machined circumferential frames.
The upper ends of these frames are connected to the hinges for the
door, and the lower ends are attachment for the locking hooks. The
A318 cargo doors cutout is reduced by 534 mm (one frame pitch).
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CARGO COMPARTMENT DOORS - FWD & AFT CARGO DOORS

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DOORS D/O (3)

CARGO COMPARTMENT DOORS (continued)
BULK CARGO DOOR (A320 & A321 ONLY)
The bulk cargo compartment, at the rear, has a conventional plug-type
door, located between Fr 60 and 62.
The door is operated, locked and unlocked manually and can be opened
from the outside.
It is opened by pushing inward and upward and is locked in the open
position onto the ceiling of the compartment. (In this compartment,
nets are provided to maintain the clearance for the door opening). The
weight of the door is compensated by a torsion bar. The door is
connected to the door locking warning system.
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CARGO COMPARTMENT DOORS - BULK CARGO DOOR (A320 & A321 ONLY)

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DOORS D/O (3)

ACCESS & SERVICE DOORS
The access doors are installed in the aircraft for inspection of the structure
and to give access to maintenance. Service doors are installed in the
fuselage to give access to the servicing of systems.
All access and service doors are opened and closed manually.
Access and service doors are illustrated as follows:
- Avionics compartment door: there are four avionic compartment doors
like the one illustrated. This avionics compartment access door is installed
in the lower shell of the fuselage between Fr 3 and Fr 5 in a pressurized
area. The door can be opened from the inside or the outside.
- APU doors: The APU access doors are installed in the fuselage tail cone
in Zone 310. These doors are located in the lower part of the fuselage
between Fr 80A and Fr 84A. The doors give you access to the APU for
maintenance.
There are also access and service doors - not-illustrated: These doors are
located in the fuselage and belly fairing for water, waste, external power
and maintenance.
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ACCESS & SERVICE DOORS

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DOORS D/O (3)

LANDING GEAR DOORS
NOSE LANDING GEAR (NLG) DOORS
Landing gear doors give protection to the landing gear when the
aircraft is in flight.
The nose and auxiliary 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 made
from CFRP (Carbon Fiber Reinforced Plastic) sandwich materials
with a honeycomb core. They are hinged to the landing gear bay
longitudinal edges.
- two aft doors, linked to the gear by a rotating rod, which are made
from CFRP sandwich materials with an honeycomb core. The purpose
of these doors hinged to the landing gear bay rear lateral edge, is to
allow the forward doors to be retracted when the gear is extended.
- one small door (fixed door) attached to the landing gear leg is made
from aluminum alloy.
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LANDING GEAR DOORS - NOSE LANDING GEAR (NLG) DOORS

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DOORS D/O (3)

LANDING GEAR DOORS (continued)
MAIN LANDING GEAR (MLG) DOORS
The main landing gear doors are made from CFRP sandwich materials
with a honeycomb core, and 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 fairing attached to the gear leg (fixed fairing door),
- a small door hinged to the wing structure in the neighborhood of the
upper end of the main leg (hinged fairing door).
All doors are part of the fuselage belly fairing and wing lower surface
in closed position.
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LANDING GEAR DOORS - MAIN LANDING GEAR (MLG) DOORS

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FUSELAGE D/O (3)

GENERAL
FUSELAGE LAYOUT
The fuselage is divided into five main parts:
- the nose forward fuselage (ATA 53-10-00),
- the forward fuselage (ATA 53-20-00),
- the center fuselage (ATA 53-30-00),
- the rear fuselage (ATA 53-40-00),
- and the cone/rear fuselage (ATA 53-50-00).
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GENERAL - FUSELAGE LAYOUT

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FUSELAGE D/O (3)

GENERAL (continued)
FUSELAGE BREAKDOWN
Compared with the A320, the A321 forward fuselage is eight frame
bays longer (additional section 14A, extending between frames (Fr)
35 and 35.8).
The A321 rear fuselage is five frame bays longer (additional section
16A, extending between Fr 47 and Fr 47.5.
Compared with the A320, the A319 forward fuselage (section 13/14)
and the rear fuselage (section 16/17) are respectively three frame bays
and four frame bays shorter.
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GENERAL - FUSELAGE BREAKDOWN

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FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE
GENERAL ARRANGEMENT
The nose forward fuselage includes section 11, between Fr 1 and Fr
12, and section 12, from Fr 12 to Fr 24.
The pressurized zone extends from Fr 1 to Fr 24.
The unpressurized zones are the radome, forward of Fr 1 and the nose
landing gear bay.
The structure of the nose forward fuselage has three parts:
- the forward upper structure, between Fr 1 and 11, which makes the
flight deck,
- the aft upper structure, between Fr 12 and 24, which makes the
forward part of the passenger cabin,
- the lower structure between Fr 1 and 24.
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NOSE FORWARD FUSELAGE - GENERAL ARRANGEMENT

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FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE (continued)
FORWARD & AFT UPPER STRUCTURES
The forward upper structure between Fr 1 and Fr 12 includes:
- closed frames,
- opened frames at level of openings for windshield and side windows,
- the forward pressure bulkhead,
- the flight deck floor support structure including two lateral boxes,
- the skin panels and the windshield frames,
The skin panels just above and below the windshield are made of
titanium alloy for bird impact requirements.
The aft upper structure, between Fr 12 and Fr 24, is the forward
passenger compartment and contains:
- the forward passenger/crew door between Fr 16 and 20,
- conventional assembly of skin, stringers and frames,
- the floor support structure.
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NOSE FORWARD FUSELAGE - FORWARD & AFT UPPER STRUCTURES

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NOSE FORWARD FUSELAGE (continued)
LOWER STRUCTURE
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts.
The nose landing gear bay is shaped by three machined panels
reinforced by horizontal and vertical extruded sections attached to the
corresponding frames. The lower parts of Fr 9 and Fr 20 are the
forward and rear limits of the gear bay.
The lower fuselage comprises three skin panels. The central panel has
an opening for access between Fr 3 and 5 and the opening for the nose
landing gear bay between Fr 9 and 20.
The right hand side panel has two openings for access, between Fr 12
and 14 and Fr 21 and 23.
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NOSE FORWARD FUSELAGE - LOWER STRUCTURE

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FUSELAGE D/O (3)

FORWARD FUSELAGE
GENERAL ARRANGEMENT
This area of the fuselage lies between Fr 24 and Fr 35.
It contains the front part of the passenger cabin and beneath the cabin
floor and the forward cargo compartment. The forward cargo door is
on the starboard side.
The A321 section 14A extends from Fr 35 to Fr 35.8.
Section 14A is of similar construction to section 13/14 but includes
the emergency exit cut-outs (one on each side of the fuselage) between
Fr 35.1 and Fr 35.2A.
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FORWARD FUSELAGE - GENERAL ARRANGEMENT

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FUSELAGE D/O (3)

FORWARD FUSELAGE (continued)
TYPICAL STRUCTURE
This section is of conventional construction composed primarily of
chemically milled skin panels, frames and stringers made in sheet
metal.
The standard frames have a common Z-shaped section made from
formed sheet, which provides a continuous structural member attached
to the skin and stringers by sheet metal cleats.
The structure of the cabin floor has:
- cross beams,
- seat tracks,
- floor support struts,
- floor panels.
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FORWARD FUSELAGE - TYPICAL STRUCTURE

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FUSELAGE D/O (3)

CENTER FUSELAGE
GENERAL ARRANGEMENT
The fuselage center section (section 15) extends from Fr 35 to Fr 47
for A320, from Fr 35.8 to Fr 47 for A321 and from Fr 35 to Fr 47/51
for A319.
The upper section includes part of the passenger compartment.
The passenger floor structure is made of longitudinal beams, seat and
support tracks, support struts and floor panels.
The lower section is non-pressurized and integrates:
- the center wing box which extends across the width of the fuselage.
The two main frames 36 and 42 are also part of the center wing box,
- the main landing gear bay between Fr 42 and Fr 46,
- the keel beam which keeps the longitudinal structural continuity of
the lower fuselage,
- the belly fairing supporting structure, panels and doors.
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CENTER FUSELAGE - GENERAL ARRANGEMENT

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CENTER FUSELAGE (continued)
KEEL BEAM
The longitudinal structural continuity of the lower fuselage in this
area is maintained by the keel beam.
This beam is an aluminum alloy box structure, including skins,
stringers and ribs, and provides attachments for the main landing gear
doors and door actuators.
In its center area, the keel beam side walls are connected to the
wing-box aft lower panel.
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CENTER FUSELAGE - KEEL BEAM

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CENTER FUSELAGE (continued)
BELLY FAIRING
The belly fairing includes a substructure made of aluminum alloy
frames and webs which are attached to the fuselage via fittings and
rods.
This substructure supports the panels made of composite materials.
The belly fairing also includes the landing gear doors, external access
panels and access doors for maintenance.
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CENTER FUSELAGE - BELLY FAIRING

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FUSELAGE D/O (3)

REAR FUSELAGE - A319 & A320 GENERAL
ARRANGEMENT
The rear fuselage assembly is a pressurized area, which extends from Fr
47 to Fr 70.
The A319 and A320 rear fuselage is divided into two sections (the A321
has an additional section 16A):
- section 16/17 between Fr 47 and Fr 64,
- section 18 between Fr 64 and Fr 70.
Section 16/17 is shorter by four frames than on the A320.
The upper part of the fuselage contains the aft section of the passenger
cabin and the aft passenger/crew doors located between Fr 66 and Fr 68.
The lower part contains the aft cargo compartment. The aft cargo
compartment door is installed between Fr 52A and Fr 56 (RH side); the
bulk cargo compartment door is installed between Fr 60 and Fr 62 (RH
side).
The design of section 16/17 is similar to that of forward fuselage sections
(typical skin, stringer and frame arrangement).
Skin panels of the lower area have support attachment structures for the
belly fairing rear part.
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REAR FUSELAGE - A319 & A320 GENERAL ARRANGEMENT

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FUSELAGE D/O (3)

REAR FUSELAGE - A321 GENERAL ARRANGEMENT
The A321 rear fuselage assembly is a pressurized area, which extends
from Fr 47 to Fr 70.
The A321 rear fuselage is divided into three sections:
- section 16/17 and 18 which are similar to the A320,
- section 16A,
The section 16A of the A321 fuselage extends from Fr 47 to Fr 47.5.
The section 16A includes the passenger cabin part 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 includes
the emergency exit cut-outs (one on each side of the fuselage) between
Fr 47.2A and Fr 47.4.The slide/slide-raft is installed in a separate
compartment below each door.
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REAR FUSELAGE - A321 GENERAL ARRANGEMENT

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CONE/REAR FUSELAGE
GENERAL ARRANGEMENT
This section comprises the un-pressurized part of the rear fuselage
extending from Fr 70 to Fr 87.
It includes:
- the mounting structures for the vertical and horizontal stabilizers,
- the rear pressure bulkhead,
- a jacking point,
- attachment structure for the tail cone, which houses the Auxiliary
Power Unit (APU).
It is divided into two main sections:
- section 19 between Fr 70 and Fr 77,
- section 19.1(tail cone) aft of Fr 77.
Section 19 is composed of chemically milled skins, riveted stringers
and frames.
The side skin panels include the horizontal stabilizer cut-out. The
lower panel has an access door for this section where a maintenance
floor is installed.
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CONE/REAR FUSELAGE - GENERAL ARRANGEMENT

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FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
REAR PRESSURE BULKHEAD
The rear pressure bulkhead installed at Fr 70, divides the pressurized
rear fuselage from the cone/rear fuselage, which is not pressurized.
It is made of a spherical membrane, and four aluminum alloy sheet
segments joined together on the inner surface by means of four "I"
profile sections. Four additional "I" profile radial stiffeners are also
installed.
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CONE/REAR FUSELAGE - REAR PRESSURE BULKHEAD

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FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are located at Fr
70, Fr 72 and Fr 74.
They have six fail safe yokes, which transmit the vertical stabilizer
loads into the fuselage frames via shear bolts.
The upper segments frames 70, 72 and 74 are machined from plates
while the lower segments are made from sheet metal.
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CONE/REAR FUSELAGE - VERTICAL STABILIZER ATTACHMENT FITTINGS

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FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
THS ATTACHMENT FITTINGS
The fuselage area between Fr 73 and Fr 77 houses the horizontal
stabilizer.
There is a large cut-out between Fr 73 and Fr 77, which is surrounded
by machined beams. A system of diagonal struts is installed on the
horizontal plane in the upper and lower areas of the cutout to increase
the rigidity of this open section.
The machined frame 77 supports the tailplane hinge bearings and the
lateral load fittings. They introduce horizontal stabilizer loads into
the fuselage structure, via the central bracing structure and the upper
and lower bracing structures.
Frame 77 also includes four lugs for the attachment of the tail cone
unit.
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CONE/REAR FUSELAGE - THS ATTACHMENT FITTINGS

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FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the APU. This
section is connected to section 19 by means of four lugs and one
spigot.
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CONE/REAR FUSELAGE - TAIL CONE

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A318 FUSELAGE D/O (3)

GENERAL
FUSELAGE LAYOUT
The fuselage is divided into five main parts: the nose forward fuselage
(section 11/12), the forward fuselage (section 13/14), the center
fuselage (section 15), the rear fuselage (sections 16/17 and 18) and
the cone/rear fuselage (section 19/19.1).
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GENERAL - FUSELAGE LAYOUT

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A318 FUSELAGE D/O (3)

GENERAL (continued)
FRAME/SKIN/STRINGER ASSEMBLY
Standard frames have a common z-shape section made from formed
sheet. These frames are continuous structural members attached to
the skin and stringers by sheet metal cleats.
A panel with laser beam welded stringers has been introduced:
- in section 13, between frames (Fr) 24 and 35, from stringer (Stgr)
18LH to Stgr 32LH,
- in section 16/17, between Fr 47/54 and 64, from Stgr 32LH to Stgr
41RH.
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GENERAL - FRAME/SKIN/STRINGER ASSEMBLY

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A318 FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE
GENERAL ARRANGEMENT
The nose forward fuselage has section 11, from Fr 1 to Fr 12 and
section 12, from Fr 12 to Fr 24. The pressurized area extends from Fr
1 to Fr 24. The unpressurized areas are the radome, forward of Fr 1,
and the nose landing gear bay.
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NOSE FORWARD FUSELAGE - GENERAL ARRANGEMENT

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A318 FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE (continued)
UPPER STRUCTURE
The upper structure between Fr 1 and Fr 12 has closed frames and
opened frames at level of openings for:
- the windshield and side windows,
- the forward pressure bulkhead,
- the flight deck floor support structure,
- skin panels and windshield frames.
The upper structure between Fr 12 and Fr 24 makes the forward
passenger compartment and contains the two forward passenger/crew
doors.
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NOSE FORWARD FUSELAGE - UPPER STRUCTURE

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A318 FUSELAGE D/O (3)

NOSE FORWARD FUSELAGE (continued)
LOWER STRUCTURE
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts. The nose landing gear bay is made of
machined flat panels stabilized laterally and longitudinally by struts.
The struts are attached respectively to frames and flight deck
crossbeams.
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NOSE FORWARD FUSELAGE - LOWER STRUCTURE

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A318 FUSELAGE D/O (3)

FORWARD FUSELAGE
GENERAL ARRANGEMENT
This region of the fuselage lies between Fr 24 and 35. It contains the
front part of the passenger cabin and, beneath the cabin floor, the
forward cargo compartment. The forward cargo door is located
between Fr 24A and 28 on the RH side of the fuselage
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FORWARD FUSELAGE - GENERAL ARRANGEMENT

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A318 FUSELAGE D/O (3)

FORWARD FUSELAGE (continued)
TYPICAL STRUCTURE
This section is of conventional construction, having chemically milled
skin panels, frames and stringers made from sheet metal. The standard
frames have a common Z-shaped section made from formed sheet.
They are continuous structural members attached to the skin and
stringers by sheet metal cleats. A skin panel with laser beam welded
stringer is installed between Fr 24A and 35, and between Stgr 18LH
and 32LH.
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FORWARD FUSELAGE - TYPICAL STRUCTURE

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A318 FUSELAGE D/O (3)

CENTER FUSELAGE
GENERAL ARRANGEMENT
The fuselage center section extends from Fr 35 to Fr 47/54, and
integrates the center wing box. The upper section contains a part of
the passenger compartment, with two overwing emergency exit door
cutouts. The pressure boundary is delimited by the forward bulkhead
at Fr 35, the upper skin panel of the center wing box prolonged by a
pressure diaphragm up to frame 46 and ending by an inclined pressure
bulkhead. Beneath the cabin floor are the air conditioning, hydraulic
and main landing gears, in conjunction with a belly fairing.
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CENTER FUSELAGE - GENERAL ARRANGEMENT

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A318 FUSELAGE D/O (3)

CENTER FUSELAGE (continued)
KEEL BEAM
In this area, the longitudinal structural continuity of the lower fuselage
is maintained by a keel beam located between Fr 35.8 and 46. The
keel beam transmits the overall fuselage vertical bending loads. This
beam is a box structure having attachments for the main landing gear
doors and door actuators. In its center region, the keel beam side walls
are connected to the bottom skin panels of the center wing box.
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CENTER FUSELAGE - KEEL BEAM

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A318 FUSELAGE D/O (3)

CENTER FUSELAGE (continued)
BELLY FAIRING
The belly fairing has a substructure made of aluminum alloy frames
and webs, attached to the fuselage via fittings and rods. This
substructure supports the panels, made of sandwich construction. The
belly fairing also incorporates the landing gear doors, external access
panels and access doors for maintenance.
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CENTER FUSELAGE - BELLY FAIRING

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A318 FUSELAGE D/O (3)

REAR FUSELAGE - GENERAL ARRANGEMENT
The rear fuselage assembly is a pressurized area, which extends from Fr
47/54 to Fr 70. It is divided into two sections:
- section 16/17 between Fr 47/54 and 64,
- section 18 between Fr 64 and 70.
The design of section 16/17 is similar to that of forward fuselage sections.
Skin panels of the lower region have support attachment structures for
the belly fairing rear part. The aft cargo door cutout is located between
Fr 57A and 60 on the RH side of the fuselage. Aft passenger door cutouts
are located between Fr 66 and 68.
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REAR FUSELAGE - GENERAL ARRANGEMENT

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A318 FUSELAGE D/O (3)

CONE/REAR FUSELAGE
GENERAL ARRANGEMENT
This section is the unpressurized part of the rear fuselage, aft of Fr
70. It has the mounting structure for vertical and horizontal stabilizers
and houses the Auxiliary Power Unit (APU). It is divided into two
main sections:
- section 19 between Fr 70 and 77,
- section 19.1 (tail cone) aft of Fr 77.
Section 19 has chemically milled skins, riveted stringers and frames.
Side skin panels have the horizontal stabilizer cutout. The lower panel
has a door, which gives access to this section where a maintenance
floor is installed.
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CONE/REAR FUSELAGE - GENERAL ARRANGEMENT

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A318 FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
REAR PRESSURE BULKHEAD
The Fr 70 supports the rear pressure bulkhead, designed as a pressure
diaphragm. It is made of aluminum alloy. The bulkhead is attached
to the inside of the fuselage with a connecting strap, made of aluminum
alloy.
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CONE/REAR FUSELAGE - REAR PRESSURE BULKHEAD

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A318 FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are three pairs of
fail safe yokes, made from forging aluminum alloy. They transmit the
fin loads into the fuselage and are located at Fr 70, 72 and 74. At those
locations, the upper frame segments are made of integrally machined
plates.
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CONE/REAR FUSELAGE - VERTICAL STABILIZER ATTACHMENT FITTINGS

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A318 FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
THS ATTACHMENT FITTINGS
To house the Trimmable Horizontal Stabilizer (THS), there is a large
cutout in the fuselage between Fr 74 and 77. Frame 77 is made of
integrally machined plates and carries the THS bearing loads with the
vertical link fittings. The side loads are carried through an eye bolt,
linked to:
- the side load fitting on the rear spar of the THS,
- and oblique struts attached to the lower and upper areas of Fr 77.
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CONE/REAR FUSELAGE - THS ATTACHMENT FITTINGS

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A318 FUSELAGE D/O (3)

CONE/REAR FUSELAGE (continued)
TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the Auxiliary
Power Unit (APU). This section is connected to section 19 by means
of four lugs and one spigot.
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CONE/REAR FUSELAGE - TAIL CONE

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PYLONS/NACELLES D/O (3)

GENERAL
The function of the engine pylons installed under each wing is:
- to support the engine,
- to transmit the engine thrust to the aircraft,
- to enable the routing and attachment of all the systems connected with
the engine (electrical wiring, hydraulic, bleed air and fuel lines).
The nacelle gives the engine an aerodynamic shape and supports the
thrust reverser system.
Information concerning structure of the nacelle can be found within the
nacelle manufacturer documentation.
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GENERAL

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PYLONS/NACELLES D/O (3)

PYLONS - GENERAL ARRANGEMENT
The pylon has:
- a primary structure attached to the wing and supporting the engine,
- a secondary structure, essentially fairings, housing most of the systems.
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PYLONS - GENERAL ARRANGEMENT

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PYLONS/NACELLES D/O (3)

PYLONS PRIMARY STRUCTURE - PYLON BOX
GENERAL ARRANGEMENT
The pylon box is the primary structure. It supports the engine by two
points and is attached to the wing at three points.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - GENERAL ARRANGEMENT

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PYLONS/NACELLES D/O (3)

PYLONS PRIMARY STRUCTURE - PYLON BOX (continued)
MAIN ASSEMBLY
The pylon box is composed of ribs, two upper spars and one lower
spar, and panels mainly made from steel and titanium alloys.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - MAIN ASSEMBLY

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PYLONS/NACELLES D/O (3)

PYLONS PRIMARY STRUCTURE - PYLON BOX (continued)
PYLON TO WING ATTACHMENT
The forward pylon to wing attach fitting has a double lugged fork
attachments connected to the wing fitting by means of four shackles.
This fitting located at Rib 4 is made of titanium alloy and carries
vertical loads.
The aft pylon to wing attach fitting has a single fail safe lug connected
to the wing fitting by means of two shackles. This fitting located at
Rib 10 is made of titanium alloy and carries vertical and side loads.
Immediately behind the forward attach fitting a spherical bearing
transmits the thrust to a spigot bolted to the bottom wing skin panel.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - PYLON TO WING ATTACHMENT

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PYLONS/NACELLES D/O (3)

PYLONS PRIMARY STRUCTURE - PYLON BOX (continued)
PYLON TO ENGINE ATTACHMENT
At The forward engine to pylon attach fitting there is a pyramid
attached to the rib and made of steel alloy.
This fitting transmits the engine thrust, side loads and vertical loads.
At The aft engine to pylon attach fitting there is an engine mount
located at Rib 3 for CFM 56-5 engine configuration or at Rib 4 for
IAE V2500 engine configuration. This fitting reacts to vertical loads,
side loads and roll movement.
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PYLONS PRIMARY STRUCTURE - PYLON BOX - PYLON TO ENGINE ATTACHMENT

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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE
GENERAL ARRANGEMENT
The secondary structure is composed of:
- the forward fairing,
- the pylon to wing center fillets,
- the aft fairing,
- the lower fairing.
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PYLONS SECONDARY STRUCTURE - GENERAL ARRANGEMENT

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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE (continued)
FORWARD FAIRING
The forward fairing can be divided into two sections; the cantilever
structure between Rib 01 and Rib 05, and the structure between Rib
05 and Rib 9.
The cantilever structure gives an aerodynamic contour between the
engine nose cowl and the pylon box structure. It routes all systems
and the bleed air from the engine to the fuselage.
The structure between Rib 05 and Rib 9 gives an aerodynamic contour
between the cantilever structure and the wing leading edge, and enables
the routing of various system lines and electrical wiring.
It includes in particular two pressure relief doors (made from titanium),
which are designed to open in case of hot bleed air duct bursting.
The structure is mainly made of stainless steel alloy.
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PYLONS SECONDARY STRUCTURE - FORWARD FAIRING

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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE (continued)
PYLON TO WING CENTER FILLETS
The pylon to wing center fillets give an aerodynamic contour between
the pylon box and the wing bottom skin panel.
The pylon-to-wing center fillets are made of aluminum alloy ribs.
These ribs support the panels made of Carbon Fiber Reinforced Plastic
(CFRP) and Aramid Fiber Reinforced Plastic (AFRP) sandwich
construction.
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PYLONS SECONDARY STRUCTURE - PYLON TO WING CENTER FILLETS

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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE (continued)
AFT FAIRING
The aft fairing is a removable secondary structure composed of two
parts:
- a fixed fairing located at the rear of the pylon box,
- a movable fairing underneath the flap.
The fixed fairing is attached by two points to the pylon box at Rib 10
and by one point to the wing box at the false rear spar.
The fixed fairing is assembled of ribs and skin panels made of
aluminum alloy, and includes a lower aft fairing made in inconel.
The movable fairing is hinged at Rib 14 and linked to the flap by a
rod attached to the fairing by a serrated plate system.
The internal structure of the movable fairing is mainly made of
aluminum alloy. The side panels are made from AFRP sandwich
construction and the tail cone is made from AFRP or CFRP monolithic
construction.
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PYLONS SECONDARY STRUCTURE - AFT FAIRING

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PYLONS/NACELLES D/O (3)

PYLONS SECONDARY STRUCTURE (continued)
LOWER FAIRING
A fairing located under the pylon box (lower fairing) makes sure there
is a continuity of the aerodynamic profile between the pylon box and
the engine nozzle.
Its function is:
- to supply thermal protection to the pylon from the engine exhaust
gases,
- to smooth out protrusions with minimal aerodynamic drag changes.
The lower fairing structure is mainly made of aluminum alloy, stainless
steel and inconel alloys.
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PYLONS SECONDARY STRUCTURE - LOWER FAIRING

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PYLONS/NACELLES D/O (3)

PYLON TO NACELLE JUNCTION
The pylon to nacelle junction has:
- Fan cowl door attachments.
The hinge fittings of the fan cowl doors are located at Rib 01, Rib 03 and
Rib 05. They are made of titanium and installed on the forward secondary
structure.
- Thrust reverser doors attachments
The hinge fittings of the thrust reverser doors are located at Rib 1 and
Rib 2. They are made of titanium and installed on the primary structure
(pylon box). An other hinge (tie-bar) goes through the secondary structure.
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PYLON TO NACELLE JUNCTION

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PYLONS/NACELLES D/O (3)

NACELLES - GENERAL
The nacelle cowling includes the inlet cowl, the fan cowl, the thrust
reverser and the exhaust nozzle.
There are two types of engine: CFM and IAE.
The IAE nacelle is installed with a Common Nozzle Assembly (CNA).
The nacelles are under the responsibility of engine manufacturers.
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NACELLES - GENERAL

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STABILIZERS D/O (3)

STABILIZERS - GENERAL ARRANGEMENT
Stabilizers are composed of: Trimmable Horizontal Stabilizer (THS),
elevators, the vertical stabilizer and rudder.
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STABILIZERS - GENERAL ARRANGEMENT

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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
GENERAL ARRANGEMENT
The THS main structure has:
- the spar boxes (Center, Left Hand (LH) and Right Hand (RH) sides),
- the leading edge,
- the trailing edge,
- the attachment fittings.
The spar boxes are the primary structure of the horizontal stabilizer
and support all the other components.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - GENERAL ARRANGEMENT

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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
SPAR BOXES
The complete spar box assembly has the LH and RH boxes and the
center joint.
Each spar box includes top and bottom skin panels, a front spar, a rear
spar and thirteen ribs (from Rib 2 thru Rib 14).
The LH and RH spar boxes are laminated in Carbon Fiber Reinforced
Plastic (CFRP).
The center joint is made from titanium and connects the LH and RH
spar boxes to make one single unit.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - SPAR BOXES

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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
MAIN SUPPORT FITTINGS
A hydromechanical actuator enables the adjustment of the angle of
incidence of the THS. The actuator is connected to a dual fitting (front
spar fitting) at the forward end of Rib 1, by means of hinge arms.
The THS is attached to the cone rear fuselage structure at two pivot
points (rear support fittings). They are installed on each side of the
THS centerline at Rib 3. All fittings are made of CFRP.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - MAIN SUPPORT FITTINGS

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STABILIZERS D/O (3)

TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
ELEVATOR ATTACHMENT FITTINGS
Each rear spar bears six elevator hinge arms and two fittings for the
attachment of the elevator servocontrol actuators.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
LEADING EDGE
The leading edge has an aerodynamic shape at the front of the THS.
On each side of the THS centerline, the THS leading edge includes:
- three leading edge primary ribs,
- one inboard leading edge section,
- one outboard leading edge section and,
- one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edge sections has
a stainless steel protection, bonded to the leading edge.
The leading edge intersection is fitted to Rib 1 and to the spar box. A
rubber strip is fitted to the intersection. It seals the gap between the
fuselage skin and the leading edge intersection.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TIP
The tips of the THS are the LH and RH outer fairings. The tips are
made of aluminum alloy and include rib and skin panels. The tips are
attached to the leading edge rib 25 and to the upper and lower shells
of the spar box.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - TIP

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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TRAILING EDGE
The trailing edge shapes an aerodynamic surface between the THS
spar box and the elevator.
On each side of the THS centerline, the trailing edge panels are
supported by six intermediate ribs, and by the six hinge elevator arm
supports.
The access panels are laminated in CFRP bonded to a honeycomb
core.
On each side there are four panel assemblies on the top surface and
four access panels on the bottom surface. A rubber seal is installed
between the panel assemblies and the access panels along the trailing
edges to prevent dirtiness.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - TRAILING EDGE

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ELEVATORS - STRUCTURE LAYOUT
The structure of each elevator includes:
- a front spar,
- top and bottom skin panels,
- four ribs.
All components are laminated in CFRP; the top and bottom panels are
made in sandwich construction.
Rivets attach an aluminum profile to the trailing edge to make the trailing
edge stronger.
Six hinge fittings attach each elevator to the spar box of the THS. Two
fittings attach the servo control units. You can remove the leading edge
access panels, the tips and the inboard end caps.
Each elevator has three hoisting points and four static dischargers.
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ELEVATORS - STRUCTURE LAYOUT

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VERTICAL STABILIZER
GENERAL ARRANGEMENT
The vertical stabilizer is attached to the top of the rear fuselage. It
supports the rudder, which is operated by three servo control units.
The High Frequency (HF) antenna and the Very high frequency
Omnibearing Range (VOR) antenna are also attached to it.
The main components of the vertical stabilizer are:
- the spar box,
- the leading edge,
- the trailing edge,
- the tip,
- the attach fittings.
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VERTICAL STABILIZER - GENERAL ARRANGEMENT

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VERTICAL STABILIZER (continued)
SPAR BOX - STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has a front, a center and a rear spar, ribs and two side
panels with stiffeners, all laminated in CFRP.
Three pairs of main attach fittings made of CFRP attach the spar box
to the fuselage.
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VERTICAL STABILIZER - SPAR BOX - STRUCTURE LAYOUT

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VERTICAL STABILIZER (continued)
SPAR BOX - STRUCTURE LAYOUT (CONT'D)
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.
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VERTICAL STABILIZER - SPAR BOX - STRUCTURE LAYOUT (CONT'D)

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VERTICAL STABILIZER (continued)
LEADING EDGE
The vertical stabilizer leading edge has three removable sections.
They are attached to the forward edge of the spar box side panels and
to the leading edge ribs. The lower section gives access to the HF
antenna (see ATA 53 fuselage description for the lower section).
The three sections give an aerodynamic shape to the front of the
vertical stabilizer.
The three sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A stainless steel cover is bonded
to the inner surfaces of the sections and protects them against hail and
bird impact damage.
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VERTICAL STABILIZER - LEADING EDGE

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VERTICAL STABILIZER (continued)
TIP - STRUCTURE LAYOUT
The vertical stabilizer tip is laminated in GFRP bonded to a
honeycomb core. It is attached to the leading edge end rib and the
stabilizer spar box. An aluminum lightning strike protection strap is
bonded along the top of the tip.
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VERTICAL STABILIZER - TIP - STRUCTURE LAYOUT

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VERTICAL STABILIZER (continued)
TRAILING EDGE
The trailing edge is attached to the rear of the vertical stabilizer.
It has a basic aluminum alloy supporting structure made of spar
sections and profiles, and four access panels on each side. The panels
give access to the rudder servo control actuators and the hinge arms.
The panels are laminated in CFRP and GFRP bonded to a honeycomb
core.
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VERTICAL STABILIZER - TRAILING EDGE

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RUDDER
GENERAL ARRANGEMENT
The rudder is one of the primary flight controls of the aircraft.
The components of the rudder are:
- the main structure,
- the leading edge,
- the tip,
- the hinge and actuator fittings.
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RUDDER - GENERAL ARRANGEMENT

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RUDDER (continued)
STRUCTURE LAYOUT
The rudder main structure is the primary structural component of the
rudder.
It is an assembly of two CFRP sandwich panels, CFRP laminates front
spar, top and bottom closing ribs.
An access panel, installed on the left hand side shell, gives access to
the No. 7 rudder hinge fittings. At the other locations, cutouts in the
side shells give access to the adjacent hinge fittings.
Three actuators and seven rudder hinge fittings are attached to the
forward face of the rudder main structure, and rivets attach them to
the spar and to the skin panels.
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RUDDER - STRUCTURE LAYOUT

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STABILIZERS
GENERAL ARRANGEMENT
Stabilizers are composed of the Trimmable Horizontal Stabilizer
(THS), the elevators, the vertical stabilizer and the rudder.
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STABILIZERS - GENERAL ARRANGEMENT

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TRIMMABLE HORIZONTAL STABILIZER (THS)
GENERAL ARRANGEMENT
The THS main structure has the LH and RH side spar boxes, the
leading edge, the trailing edge, the THS tip and the attachment fittings.
The spar boxes are the primary structure of the horizontal stabilizer
and support all the other components.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
SPAR BOXES
The complete spar box assembly has the LH and RH spar boxes joined
together with a center joint to make one single unit. Each spar box
includes top and bottom skin panels, a front spar, a rear spar and
thirteen ribs (from Rib 2 to Rib 14), all parts being laminated in Carbon
Fiber Reinforced Plastic (CFRP).
The center joint includes a web (Rib 1) made of CFRP and upper and
lower fittings made of titanium.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - SPAR BOXES

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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
MAIN SUPPORT FITTINGS
The front spar joint at Rib 1 made of CFRP supports the trim actuator
hinge arms.
The THS is attached to the cone/rear fuselage at Rib 3.
On each spar box side, the attachment fittings include a THS rear
support fitting of fail safe design with a lower and upper support
fittings, and a side load fitting. All fittings are made of CFRP except
the side load fitting made of aluminum alloy.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - MAIN SUPPORT FITTINGS

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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
ELEVATOR ATTACHMENT FITTINGS
On each THS box, the rear spar bears:
- six hinge arms, made of CFRP, for the attachment of the elevator,
- two fittings, made of CFRP, for the attachment of the elevator servo
control actuators.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
LEADING EDGE
At the front of the THS, the leading edge gives an aerodynamic shape.
On each side of the THS centerline, the THS leading edge includes:
three leading edge primary ribs, one inboard leading edge section,
one outboard leading edge section and one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edge sections has
a stainless steel protection; it is bonded to the leading edge.
The leading edge intersection is attached to Rib 1 and to the spar box.
A rubber strip is installed at the intersection, it seals the gap between
the fuselage skin and the intersection.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TIP
The tips of the THS are the LH and RH outer fairings. The tips are
attached to the leading edge Rib 25 and to the top and bottom skin
panels of the spar box. The tips are made from aluminum alloy.
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TRIMMABLE HORIZONTAL STABILIZER (THS)
(continued)
TRAILING EDGE
The trailing edge has an aerodynamic surface between the THS spar
box and the elevator.
On each side of the THS centerline, the trailing edge panels are
supported by six intermediate ribs, and by seven hinge arm supports.
The panels are laminated in CFRP bonded to a honeycomb core.
On each side there are four panel assemblies on the top surface and
four access panels on the bottom surface. A rubber seal is installed
between the panel assemblies and the access panels along the trailing
edges to prevent dirtiness.
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TRIMMABLE HORIZONTAL STABILIZER (THS) - TRAILING EDGE

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ELEVATORS
STRUCTURE LAYOUT
The structure of each elevator has a front spar, a top and a bottom
skin panel and four ribs.
All components are laminated in CFRP.
Six hinge fittings attach each elevator to the spar box of the THS and
two fittings attach the servo control units. You can remove the leading
edge access panels, the tips and the inboard end caps. Each elevator
has three hoisting points and four static dischargers.
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ELEVATORS - STRUCTURE LAYOUT

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VERTICAL STABILIZER
GENERAL ARRANGEMENT
The vertical stabilizer is attached to the top of the rear fuselage. It
supports the rudder, which is operated by three servo control units.
The High Frequency (HF) antenna and the Very high frequency
Omnibearing Range (VOR) antenna are also attached to it.
The main components of the vertical stabilizer are:
- the spar box,
- the leading edge,
- the trailing edge,
- the tip,
- the attach fittings.
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VERTICAL STABILIZER - GENERAL ARRANGEMENT

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VERTICAL STABILIZER (continued)
STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has: a front, a center and a rear spar, ribs and side panels
with integrated stiffeners, all laminated in CFRP.
Three pairs of primary attach fittings made of CFRP attach the spar
box to the fuselage.
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VERTICAL STABILIZER - STRUCTURE LAYOUT

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VERTICAL STABILIZER (continued)
SPAR BOX - STRUCTURE LAYOUT (CONT'D)
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.
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VERTICAL STABILIZER - SPAR BOX - STRUCTURE LAYOUT (CONT'D)

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VERTICAL STABILIZER (continued)
LEADING EDGE
The vertical stabilizer leading edge has four removable sections. They
are attached to the forward edge of the spar box side panels and to the
leading edge ribs. The lower section gives access to the High
Frequency (HF) antenna.
The four sections give an aerodynamic shape to the front of the vertical
stabilizer.
The four sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A protective foil is bonded to
the inner surfaces of the sections and protects them against hail and
bird impact damage.
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VERTICAL STABILIZER - LEADING EDGE

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VERTICAL STABILIZER (continued)
TIP - STRUCTURE LAYOUT
The vertical stabilizer tip is laminated in GFRP bonded to a
honeycomb core. It is attached to the leading edge end rib and the
stabilizer spar box. An aluminum strap is bonded along the top of the
tip for lightning strike protection.
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VERTICAL STABILIZER - TIP - STRUCTURE LAYOUT

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VERTICAL STABILIZER (continued)
TRAILING EDGE
The trailing edge is attached to the rear of the vertical stabilizer.
It has a basic aluminum alloy supporting structure made of spar
sections and profiles and four access panels installed on each side.
The panels give access to the rudder hydraulics, the servo controls,
the control rods and the hinge arms.
The access panels are made of CFRP and GFRP laminations bonded
to a honeycomb core.
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VERTICAL STABILIZER - TRAILING EDGE

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RUDDER
GENERAL ARRANGEMENT
The rudder is one of the primary flight controls of the aircraft.
The main components of the rudder are:
- the main structure,
- the leading edge,
- the tip,
- the hinge fittings and the actuator fittings.
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RUDDER - GENERAL ARRANGEMENT

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RUDDER (continued)
STRUCTURE LAYOUT
The rudder main structure is the primary structural component of the
rudder.
It has an assembly of two side skin panels, a front spar, a bottom
closing rib and a top closing rib. All components of the rudder main
structure are laminated in CFRP and are attached to the rudder main
structure.
Seven rudder hinge fittings and three actuator fittings are installed on
the front spar of the rudder (all fittings are made from aluminum alloy).
An aluminum profile is installed on the trailing edge of the rudder for
lightning strike protection.
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RUDDER - STRUCTURE LAYOUT

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WINDOWS D/O (3)

GENERAL
The windows are installed in:
- the cockpit,
- the cabin,
- the doors.
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GENERAL

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COCKPIT WINDOWS
GENERAL ARRANGEMENT
There are two types of windows:
- the fixed windows,
- the sliding windows.
The fixed windows are described as follows:
There are four fixed windows installed in the cockpit.
- two windshields,
- two fixed side windows.
The left and right windows are symmetrical.
These windows are mounted in a frame and can be removed and
installed from the exterior.
The sliding windows are installed as follows:
- on a mobile frame with a mechanism controlled from the cockpit.
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COCKPIT WINDOWS - GENERAL ARRANGEMENT

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COCKPIT WINDOWS (continued)
WINSHIELDS STRUCTURE
The windshield panels are made of several layers of different materials
depending on the windows supplier (LUCAS-ACT, PPG, SPS), and
are interchangeable. They are held by three retainers bolted onto the
outer surface of the frame. They are installed with an anti-icing and
defogging system.
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COCKPIT WINDOWS - WINSHIELDS STRUCTURE

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COCKPIT WINDOWS (continued)
FIXED SIDE WINDOWS
The fixed side windows have of two layers of different materials
depending on the windows supplier (LUCAS-ACT, PPG, SPS), and
are interchangeable. They are held by retainers bolted onto the inner
surface of the frame. They are installed with an integral anti - icing
and defogging system.
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COCKPIT WINDOWS - FIXED SIDE WINDOWS

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COCKPIT WINDOWS (continued)
SLIDING WINDOWS
The sliding windows have several layers of different materials
depending on the windows supplier (LUCAS-ACT, PPG, SPS), and
are interchangeable. Each panel has an anti-icing and defogging
system. The sliding windows are installed on a mobile frame, which
is controlled from the cockpit, and the crew can use them as emergency
exits.
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COCKPIT WINDOWS - SLIDING WINDOWS

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CABIN WINDOWS
GENERAL ARRANGEMENT
The windows are installed in frames and make a smooth surface with
the fuselage skin.
The cabin windows are installed and removed from the inside of the
aircraft.
The windows have a circular seal, inner and outer panes made of
stretched acrylic resin held together by a retainer ring, and eye bolts.
A vent hole in the inner pane lets the cabin pressure maintained in the
window.
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CABIN WINDOWS - GENERAL ARRANGEMENT

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DOOR WINDOWS
STRUCTURE LAYOUT
The passenger/crew doors and emergency exit doors have a circular
window. They are used for inspection and observation in order to
check if the cabin is pressurized and the escape slide is armed.
The windows have a circular seal, inner and outer panes made of
stretched acrylic, held together by a retainer ring. A vent hole in the
inner pane lets the cabin pressure maintained in the window.
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DOOR WINDOWS - STRUCTURE LAYOUT

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WINGS D/O (3)

GENERAL
The aircraft wing is in the continuity of the structure going through the
fuselage which is divided into three parts:
- the center wing box,
- the left outer wing and,
- the right outer wing.
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GENERAL

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CENTER WING BOX
GENERAL ARRANGEMENT
The center wing is installed in the center fuselage between the main
frames (Fr) 36 and 42 to make an integral fuel tank.
The center wing box structure has:
- the front and the rear spars respectively located at Fr 36 and 42,
- top and bottom skin panels,
- the two main frames 36 and 42,
- internal spanwise lattice ribs,
- the left rib 1 and the right rib 1.
The junction between the center wing box and the outer wings is done
at the left hand and right hand sides rib 1.
The access for maintenance to the center wing box is done through
two triangular openings in the rear spar.
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CENTER WING BOX - GENERAL ARRANGEMENT

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CENTER WING BOX (continued)
WING ROOT JOINT
An upper cruciform fitting and a lower triform fitting ensure the
junction between the center wing box and the outer wing box.
The upper cruciform fitting makes the junction between the center
wing box top skin panels, the outer wing box top skin panels, fuselage
and Rib 1.
The lower triform fitting and a safety butt-strap fitting make the
junction between the center wing box bottom skin panels, the outer
wing box bottom skin panels and Rib 1.
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CENTER WING BOX - WING ROOT JOINT

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OUTER WING
GENERAL ARRANGEMENT
Each outer wing has:
- a main structure (outer wing box),
- a wing tip,
- a leading edge and leading edge devices,
- a trailing edge and trailing edge devices.
The trailing edge control surfaces are:
- the inboard flap,
- the outboard flap,
- the two ailerons,
- the six spoilers.
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OUTER WING - GENERAL ARRANGEMENT

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OUTER WING BOX
GENERAL ARRANGEMENT
The outer wing box tapers from Rib 1 (the wing root) to Rib 27 hold:
- the wing spars (front and rear),
- the ribs,
- the top and bottom skin panels,
- the top and bottom stringers,
- the wing-root joint.
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OUTER WING BOX - GENERAL ARRANGEMENT

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OUTER WING BOX (continued)
SKIN PANELS
The top and the bottom surfaces of the outer wing box are made of
skin panels machined from aluminum alloy.
There are three panels on each surface. The skin panels are stiffened
by stringers machined in aluminum alloy extrusions.
The joints between panels are aluminum alloy butt straps.
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OUTER WING BOX - SKIN PANELS

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OUTER WING BOX (continued)
RIBS & SPARS
Ribs:
There are 27 ribs, machined in aluminum alloy, installed in the outer
wing box of each outer wing. Each rib is continuous between the front
and rear spars. The junction between the center wing box and the outer
wing joint is at Rib 1. Rib 1 is the boundary of the lateral section of
the center wing box. Ribs 22 and 27 make the other lateral boundaries
of the fuel and vent tanks.
Spars:
The wing spars are machined in aluminum alloy. They give strength
to the wing box and they extend from Rib 1 to Rib 27.
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OUTER WING BOX - RIBS & SPARS

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OUTER WING BOX (continued)
ACCESS HOLES/COVERS
There are twenty-one access covers installed in the bottom skin panels
of the outer wing box. All panels close the openings that give access
to the outer wing box.
There are:
- seven non load-carrying access panels between Rib 1 and Rib 13,
clamped on the wing skin,
- fourteen load-carrying access panels between Rib 14 and Rib 27,
bolted through the skin panel.
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OUTER WING BOX - ACCESS HOLES/COVERS

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FIXED LEADING EDGE
GENERAL ARRANGEMENT
The fixed Leading Edge (LE) assembly is located forward of the front
spar of the wing-box.
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FIXED LEADING EDGE - GENERAL ARRANGEMENT

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FIXED LEADING EDGE (continued)
STRUCTURE LAYOUT (1/2)
The fixed leading edge assembly is made of:
- the D-nose assembly, composed of aluminum alloy parts:
- the support ribs and riblets (riblets are installed between the wing
box front spar and the LE spar),
- the sub spar,
- the LE skin.
- three top surface access panels,
- bottom surface access panels, which are made of Carbon Fiber
Reinforced Plastic (CFRP) sandwich construction and are attached
with quick release fasteners.
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FIXED LEADING EDGE - STRUCTURE LAYOUT (1/2)

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FIXED LEADING EDGE (continued)
STRUCTURE LAYOUT (2/2)
Two pylon ribs are installed on each side of the engine pylon. These
ribs hold the pylon shroud panels.
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FIXED LEADING EDGE - STRUCTURE LAYOUT (2/2)

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SLATS
GENERAL ARRANGEMENT
The wing leading edge is fitted of five slats, which make the movable
part of the wing leading edge.
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SLATS - GENERAL ARRANGEMENT

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SLATS (continued)
STRUCTURE LAYOUT (1/2)
Each slat has:
- a front spar or the stringers (girders),
- a rear spar,
- a girder
- ribs,
- top and bottom skin panels,
- a trailing edge assembly.
Slat 1 is supported by 4 tracks, two of them being driven (track 2 and
3).
Slats 2 to 5 are supported by two tracks, both being driven.
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SLATS - STRUCTURE LAYOUT (1/2)

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SLATS (continued)
STRUCTURE LAYOUT (2/2)
When the slats are in retracted position, seals prevent airflow between
the slat and the wing.
Slats 3 to 5 are de-iced; the hot air comes from the bleed air system
and is supplied to these slats through a telescopic duct (not shown)
and piccolo tubes installed in the leading edges of the slats.
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SLATS - STRUCTURE LAYOUT (2/2)

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FIXED TRAILING EDGE
STRUCTURE LAYOUT
The fixed trailing edge is located aft of the wing rear spar.
Its structure has:
- an overwing panel and an under wing panel,
- a shroud box and a fixed shroud,
- a false rear spar,
- a main landing gear attachment,
- structures support for the trailing edge control surfaces,
- access panels.
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FIXED TRAILING EDGE - STRUCTURE LAYOUT

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FIXED TRAILING EDGE (continued)
STRUCTURE LAYOUT (CONT'D)
This page deals with the fixed trailing edge inner structure.
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FIXED TRAILING EDGE - STRUCTURE LAYOUT (CONT'D)

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TRAILING EDGE DEVICES
GENERAL ARRANGEMENT
The trailing edge devices are:
- two flaps,
- one aileron,
- five spoilers.
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TRAILING EDGE DEVICES - GENERAL ARRANGEMENT

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TRAILING EDGE DEVICES (continued)
FLAPS GENERAL ARRANGEMENT
Two flaps are installed on the TE of the outer wing. The inboard flap
is installed between Rib 1 and Rib 9 and the outboard flap is installed
between Ribs 9 and 20.
The flaps are connected to each other through an interconnection strut.
In case of a drive station failure, this device carries the loads, which
result in such failure.
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TRAILING EDGE DEVICES - FLAPS GENERAL ARRANGEMENT

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TRAILING EDGE DEVICES (continued)
INBOARD FLAP STRUCTURE - A318-A319-A320
The inboard flap is supported and driven by a fuselage track and
carriage at track 1 and a wing track carriage at track 2.
The inboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels and integrated stringers made of CFRP,
- track ribs and end ribs, made of aluminum alloy,
- other ribs made of aluminum alloy on the A318 and A319, and made
of CFRP or aluminum alloy on the A320,
- spars made of aluminum alloy on the A318 and A319, and made of
CFRP or aluminum alloy on the A320.
- a trailing edge made in an aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto
the outer surface of the top skin.
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TRAILING EDGE DEVICES - INBOARD FLAP STRUCTURE - A318-A319-A320

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TRAILING EDGE DEVICES (continued)
OUTBOARD FLAP STRUCTURE - A318-A319-A320
The outboard flap is supported and driven by two wing tracks and
carriages (tracks 3 and 4).
The outboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels with integrated stringers and spars made of CFRP,
- track ribs and end ribs made of aluminum alloy,
- other ribs made of CFRP.
- a trailing edge of aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto
the outer surface of the top skin.
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TRAILING EDGE DEVICES - OUTBOARD FLAP STRUCTURE - A318-A319-A320

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TRAILING EDGE DEVICES (continued)
A321 FLAPS STRUCTURE
The A321 flaps are fowler flaps with a tab on the trailing edge.
The inboard flap has:
- a leading edge and a flap box made of aluminum alloy,
- a trailing edge made in an aluminum alloy sandwich construction.
The outboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels and integrated stringers made of CFRP,
- spars made of CFRP,
- track end ribs made of aluminum alloy,
- other ribs made of CFRP.
The tab is made of honeycomb core with a skin made of aluminum
sheet metal.
The tab is operated by a linkage system.
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TRAILING EDGE DEVICES (continued)
SPOILERS GENERAL ARRANGEMENT
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the false rear spar, inboard of the kink
position.
Spoilers 2 thru 5 are connected to the middle and outer sections of
the rear spar, outboard of the kink position.
A rubbing strip is attached to the trailing edge of spoilers (1 & 2 only).
It prevents damage to spoilers when flaps are retracted.
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TRAILING EDGE DEVICES - SPOILERS GENERAL ARRANGEMENT

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TRAILING EDGE DEVICES (continued)
SPOILERS STRUCTURE LAYOUT
Spoilers are a wedge-shaped structure.
The top and bottom skins, the sides and the trailing edge profile of
the spoilers are made in CFRP sandwich construction.
The spoiler hinges fittings and the actuator attachment fittings are
made of aluminum alloy.
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TRAILING EDGE DEVICES - SPOILERS STRUCTURE LAYOUT

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TRAILING EDGE DEVICES (continued)
AILERON STRUCTURE LAYOUT
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 manufactured using CFRP skin (bonded to a honeycomb core in
the center area), spar and ribs.
The aileron hinge fittings and the actuator attachment fittings are made
of aluminum alloy.
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TRAILING EDGE DEVICES - AILERON STRUCTURE LAYOUT

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STRUCTURE DAMAGE IDENTIFICATION D/O (3)

GENERAL
The types of damage on metallic and composite structures are described
in SRM 51-11-00 chapter dealing with damage classification.
The table provides, the term, the cause and the description for each type
of damage.
Damage results from many causes and can be generally categorized into
four main groups:
- mechanical action,
- chemical or electrochemical reaction,
- thermal action or cycling,
- inherent metallurgical characteristics.
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GENERAL

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TYPES OF DAMAGE ON STRUCTURE
SCRATCH
A scratch is a line of damage of any depth and length in the material,
which causes a cross sectional area change. A sharp object is usually
the cause.
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TYPES OF DAMAGE ON STRUCTURE - SCRATCH

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STRUCTURE DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION
Corrosion is the destruction of metal by chemical or electrochemical
effect. Refer to SRM 51-22-00 for general information concerning
corrosion.
The different types of corrosion that can occur on the aircraft are:
- pitting corrosion,
- filiform corrosion,
- intergranular corrosion,
- galvanic corrosion.
- stress corrosion,
- biological corrosion,
- fretting corrosion,
- exfoliation corrosion.
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TYPES OF DAMAGE ON STRUCTURE - CORROSION

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STRUCTURE DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION (CONT'D)
This page deals with:
- pitting corrosion,
- filiform corrosion,
- intergranular corrosion,
- galvanic corrosion.
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TYPES OF DAMAGE ON STRUCTURE - CORROSION (CONT'D)

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STRUCTURE DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON STRUCTURE (continued)
CORROSION (CONT'D)
This page deals with:
- stress corrosion,
- biological corrosion,
- fretting corrosion,
- exfoliation corrosion.
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TYPES OF DAMAGE ON STRUCTURE - CORROSION (CONT'D)

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TYPES OF DAMAGE ON STRUCTURE (continued)
GOUGE
A gouge is a damaged area of any size, which results in a cross
sectional area change. It is usually caused by contact with a relatively
sharp object, which produces a continuous, sharp or smooth channel
like groove in the material.
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TYPES OF DAMAGE ON STRUCTURE - GOUGE

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TYPES OF DAMAGE ON STRUCTURE (continued)
CRACK
A crack is a partial fracture or complete break in the material.
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TYPES OF DAMAGE ON STRUCTURE - CRACK

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TYPES OF DAMAGE ON STRUCTURE (continued)
DENT
A dent is a damaged area, which is pushed in, with respect to its usual
contour. There is no cross sectional area change in the material. The
edges of the damaged area are smooth.
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TYPES OF DAMAGE ON STRUCTURE - DENT

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TYPES OF DAMAGE ON STRUCTURE (continued)
NICK
A nick is a small decrease of material due to, for example, a knock at
the edge of a member or a skin.
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TYPES OF DAMAGE ON STRUCTURE - NICK

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TYPES OF DAMAGE ON STRUCTURE (continued)
DISTORTION
A distortion is any twisting, bending or permanent strain, which results
in misalignment or change of shape. It may be caused by an impact
from a foreign object, but is usually the result of a vibration or
movement of adjacent attached components. This group includes
bending, buckling, deformation, imbalance, misalignment, pinching,
and twisting.
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TYPES OF DAMAGE ON STRUCTURE - DISTORTION

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TYPES OF DAMAGE ON STRUCTURE (continued)
ABRASION
An abrasion is a damaged area of any size, which causes change in a
cross sectional area because of scuffing, rubbing, scrapping or other
surface erosion. It is usually rough and irregular.
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TYPES OF DAMAGE ON STRUCTURE - ABRASION

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TYPES OF DAMAGE ON STRUCTURE (continued)
DEBONDING
Debonding is the separation of material due to an adhesive failure.
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TYPES OF DAMAGE ON STRUCTURE - DEBONDING

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TYPES OF DAMAGE ON STRUCTURE (continued)
DELAMINATION
A delamination is when a separation of plies occurs in multi-laminate
material. The material being hit or when there is a resin failure for
any other reason can cause a delamination.
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TYPES OF DAMAGE ON STRUCTURE - DELAMINATION

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TYPES OF DAMAGE ON STRUCTURE (continued)
FRETTING
A fretting is a surface damage at the interface between elements of
the joints resulting from very small angular or linear movements. The
result of fretting is usually the production of fine black powder
staining.
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TYPES OF DAMAGE ON STRUCTURE - FRETTING

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TYPES OF DAMAGE ON STRUCTURE (continued)
CREASE
A crease is a damaged area, which is pushed in or folded back on
itself. The edges of the damaged area are sharp or well specified lines
or ridges.
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TYPES OF DAMAGE ON STRUCTURE - CREASE

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TYPES OF DAMAGE ON STRUCTURE (continued)
MARK
A mark is a damaged area of any size where a concentration of
scratches, nicks, chips, burrs or gouges etc. is shown. You must
consider the damage as an area and not as a serie of individual
scratches, gouges, etc.
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TYPES OF DAMAGE ON STRUCTURE - MARK

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WINDOW DAMAGE IDENTIFICATION D/O (3)

GENERAL
The windows include the cockpit windows (windshields, sliding windows,
and aft fixed windows), the cabin windows and the passenger/crew door
windows.
Information dealing with different types of damage on windows, is in
page block 6xx of the relevant AMM chapters:
- AMM 56-11-11 for the windshields,
- AMM 56-12-11 for the sliding windows,
- AMM 56-11-12 for the aft fixed windows,
- AMM 56-21-13 for the cabin windows,
- AMM 56-31-00 for the passenger /crew door windows.
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GENERAL

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TYPES OF DAMAGE ON COCKPIT WINDOWS
RELEVANT ATA CHAPTERS
The types of damage on cockpit windows are mentioned in:
- AMM 56-11-11 page block 6xx for windshields,
- AMM 56-11-12 page block 6xx for aft fixed windows,
- AMM 56-12-11 page block 6xx for sliding windows.
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TYPES OF DAMAGE ON COCKPIT WINDOWS - RELEVANT ATA CHAPTERS

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WINDOW DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON COCKPIT WINDOWS (continued)
DAMAGE IDENTIFICATION
The types of damage (illustrated) on cockpit windows are:
- Crack: line type defect through the depth of the ply,
- delamination: local separation of glass and interlayer,
- interlayer microflakes: due to moisture ingress in interlayer,
- burning (on windshields only): discoloration of the slip pan due to
hot corner effect,
- bubbles: appear between the inner face of the outer ply and the
interlayer,
- burn spot: due to degradation of the heating film element,
- discoloration: due to penetration of dust or sealant.
The types of damage not illustrated are:
- scratch: line type defect in the external surface of the window causing
a cross sectional change,
- chips: flakes of glass broken from the surface and the edges of the
window,
- transparency: halos on the surface of the window can make them
less transparent,
- rain repellent fluid residue on windshields only,
- damage on the soft liner on windshields (if supplied by SPS company
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only).

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TYPES OF DAMAGE ON COCKPIT WINDOWS - DAMAGE IDENTIFICATION

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WINDOW DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW
DOOR WINDOWS
RELEVANT ATA CHAPTERS
The cabin and passenger/crew door windows have an inner and an
outer pane. The types of damage on cabin door windows are mentioned
in AMM 56-21-13 page block 6xx and on passenger/crew door
windows in AMM 56-31-00 page block 6xx.
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TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW DOOR WINDOWS - RELEVANT ATA CHAPTERS

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WINDOW DAMAGE IDENTIFICATION D/O (3)

TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW
DOOR WINDOWS (continued)
DAMAGE IDENTIFICATION
The types of damage are:
- crazing: small cracks that go in one or all directions,
- scratch: type line defect which causes a cross sectional area change,
- crack: partial fracture or complete break of the window pane,
- orange peel effect: irregular cracks on or under the surface,
- chipping: flakes of stretched acrylic broken on the edge of the pane,
- delamination: slate like separation of the material,
- pitting: impact by hard particles against the surface.
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TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW DOOR WINDOWS - DAMAGE IDENTIFICATION

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 AIRBUS S.A.S.
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STM
REFERENCE U5F07351
SEPTEMBER 2007
PRINTED IN FRANCE
AIRBUS S.A.S. 2007
ALL RIGHTS RESERVED

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