KyAnh A320F Structure General

AIRBUS
A 319/320/321
ATA 5157
Structures
0610
EASA Part 66 B1
A320 5157 B1 E
For training purposes only.

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DIMENSIONS AND AREAS

GENERAL
A 319 / A320 / A321

06 00
ATA 06
0600
GENERAL
Description
This chapter defines :
Dimensions and Areas
Zoning
Stations
Access Provisions
see
see
see
see
06 10
06 20
06 30
06 40
For Training Purposes Only

FRA US/T-5 RrU AUG. 04
Page: 1
A319 / A320 / A321

06 10
AIRCRAFT DIMENSIONS
The dimensions are quoted in meters. Those measured from the static ground
line correspond to the aircraft at its maximum ramp weight.
Fuselage:
A319 100
Overall Length
33.893 m
111.0204 ft
3.950 m
A319
155.5118 ft
A320
A321
33.913 m
111.2631 ft
Area
122.4 m 2
1317.50 ft
A319
A320
A321
Area of THS
31 m 2
333.68 ft 2
Area of Vertical
Stabilizer
21.5 m 2
2
231.42 ft
11.75 m
Height
44.507 m
146.0204 ft
Span
Stabilizers:
Weights:
A321100/ 200
37.573 m
123.271 ft
Width
Wings:
A320 200
A319
11.76 m
A320
A321
max. TO Weight
68.000 kg
73.500 kg
83.000/89.000kg
max. Landing Weight
61.000 kg
64.500 kg
73.500/75.500kg
Empty Weight
35.400 kg
37.230 kg
47.500kg
Page: 2
06 10
35
24
A319 / A320 / A321
24
35.8
32
24
47.5
64
51
32/35
Figure 1
47
47/51
87
87
64
64
87
Fuselage Length Differences

Page: 3
A319 / A320 / A321

06 10
FUSELAGE DATUM LINES

Coordinate System
for messurements and location of components within the fuselage of the A320
Familiy a metrical coordination system is in use. It exists of three a datum
lines :
X
means length distances from X 0 also called .STA 0 .

It defines forward and aft distances from any point ( STA ) to
STA 0 . STA 0 is 2540 mm forward of the radom.
Y
means lateral distsances from any point to aircraft center line

Y 0 is a vertical plane over the center line
+ Y is a plane left hand from Y 0 in flight direction
Y is a plane right hand from Y 0 in flight direction
Z means a horizontal distsances from any point to aircraft centerline

Z 0 is a horizontal plane over the center line
+ Z is a plane above the center line
Z is a plane below the center line
Page: 4
A319 / A320 / A321

06 10
NM5 06 10 00 0 AEMO 01
SECTION
AA
Reference Planes
Coordinate Origin
X/STA2540
X/STA3500/FR1
2540
mm
CENTER
LINE
CL
X/STA 0
X/STA3340/FR0
Figure 2
Fuselage Datum Lines

Page: 5

ZONING
A 319 / A320 / A321

06 20
0620
ZONING
MAJOR ZONES
Description
The aircraft is divided into zones as follows :
- the major zones
- the major sub-zones
- the zones
Major - zones
Eight major-zones are identifided by the hundreds as follows :
100
200
300
400
500
600
700
800
Lower half of the fuselage to aft pressure bulkhead

Upper half of the fuselage to aft pressure bulkhead
Stabilizers
Nacelles
Left hand Wing
Right hand Wing
Landing gear
Doors
Page: 6

ZONING
A 319 / A320 / A321

06 20
Example A320
200
300
600
500
100
400
700
STATIC GROUND
300
800
800
700
800
100
700
Figure 3
200
800
800
A 320 Major zones

Page: 7

ZONING
A 319 / A320 / A321

06 20
MAJOR SUB ZONES
Description
Major sub-zones are identified through tenth digit of the three digit zone number. Numbering takes places within the major zone from
from front to rear and

from inboard to outboard, e. g. 210, 220 etc. except 190 are wing to body
fairings
Page: 8

ZONING
A 319 / A320 / A321

06 20
Example A320
830
840
830
840
830
840
320
220
230
240
STA40113
FR87
310
250
210
110
130
140
150
160
170
190
STA26162 / FR70
810
120
820
STA3500 / FR1
820
820
710
820
STA26162 / FR56
730
740
SECTION
190
190
190
190
Figure 4
Major Sub zones

Page: 9

ZONING
A 319 / A320 / A321

06 20
ZONES
Description
A zone defines a certain position within that major sub-zone. They are identified through single digit numbering, counting from 0 to 9. Numbering within a
major sub-zone happens as follow :
from front to rear
from inboard to outboard
uneven numbers ( e. g. 131, 211, etc. ) identify the left hande side of the
center line
even numbers ( e. g. 142, 162, 264, etc. ) identify the right hand side
of the center line
For Example : 162
1 major zone 100 identifies the range below center line.
6 major sub-zone160 identifies the bulk cargo compartment.
2 zone 162 identifies the forward, right hand part of the bulk cargo
compartment.
NOTE : Wings, stabilizers and engine nacelles have similar major subzones and zones.
Page: 10

ZONING
A 319 / A320 / A321

06 20
Example A320
323
324
322
211
212
223
224
141
142
233
234
253
244
145
146
253
254
263
264
325
321
326
221
222
251
252
241
242
110
131
132
261
262
315
316
311
312
317
171
172
151
152
313
314
123
124
125 129 127

126
128
133
134
137
138
191
192
195
196
147
148
197
198
153
154
161
162
163
164
MLG DOOR
31
STA1307
192
191
51
196
STA2456 / FR53
STA1323 / FR31
ZONE
744
198
ZONE
734
197
197
198
192
191
195
196
195
Figure 5
Fuselage Major zones; Major subzones and zones

Page: 11
A 319 / A320 / A321

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

ZONING
Page: 12

ZONING
A 319 / A320 / A321

06 20
Example A321
LEFT HAND SIDE
831
833
834
832
813
811
812
RIGHT HAND SIDE
844
842
826
843
841
822
825
824
Figure 6
A 321 Door Zone Numbers

Page: 13

STATIONS
06 30
0630
SECTIONS/STATIONS/FRAMES
SECTION NUMBERS
Description
This part gives informations about the sections, their related stations and
frames or ribs.
Section numbers
The aircraft is divided into various sections for manufactoring reasons.
Each major part of the aircraft, corresponding to the production sharing receives a section number.

A319 / A320 / A321
Fuselage
Wing
Vertical Stabilizer
Horizontal Stabilizer
Engine
Landing Gear
Belly Fairing
10 thru 19.1 ( shown )

20
30
35
40
50
60
Stations numbers ( STA )

The station designation system is used to identify reference planes and points
along those planes, providing a means of identifying the location of structure.
A station corresponds to a cross section ( plane ) for a given assembly group,
as fuselage, engine nacelle, wing, vertical and horizontal stabilizer.
The sum of all stations gives a station diagram. Each station is a measured
distance in millimeters, measured from a station point 0 . For the Fuselage it
is measured over the X datum line, beginning 2540 millimeters in front of the
radom. In addition the stations are supplemented by frame ( FR ) figures,
e. g. STA 9500 / FR 24.
Frames numbers ( FR )
Frames been counted from the front bulk head to the aft within the fuselage.
The distance between the frames are generally 530 millimeters. In ranges of
hight loads the distances is about 230 millimeters.
Depending on the frames the fuselage of A320/A319 has seven sections. The
A321 has nine sections.
SECTION
DESIGNATION
STATIONS
FRAMES
11 / 12
13 / 14
15
16 / 17
18
19
19.1
Nose Fuselage
Forward Fuselage
Center Fuselage
Aft Fuselage
Aft Fuselage
Forward Tailcone
Aft Tailcone
33409500
950015367
1536721361
2136130429
3042933655
3365536617
3665540113
024
2435
3547
4765
6570
7077
7787
Additional Sections A321

SECTION
DESIGNATION
STATIONS
FRAMES
14A
16A
Forward Fuselage
Rear Fuselage
1536719634
2562928296
3535.8
4747.5
Page: 14

STATIONS
A319 / A320 / A321

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

Page: 15

ACCESS PROVISIONS
06 40
0640
ACCESS
ACCESS PANELS AND DOORS

Description
All access panels and doors are provided with an identification system.
The identification code exitst of three figure to identify the zone and two letters
to clarify the position.
The first or identification letter identifies the door ( panel ) in a logical
sequence, i. e.
from the inside to the outside, or
from the forward to aft.
The first identification letter is an A for each zone.
The second or location letter, gives the location of the door ( panel )
on the aircraft zone if necessary.
Location letters are:
T Top ( upper surface )
B Bottom ( lower surface )
L Left
R Right
Z Internal
F Floor Panel
W Sidewall panel
C Ceiling Panel
EXAMPLE :
A319 / A320 / A321
In case all letters of the alphabet have been used, panels are identified as follows :
the leter A is still the identification letter
location letters than are
U Top ( upper surface )
D Bottom ( lower surface )
P Left
S Right
G Floor Panel
X Sidewall panel
Y Ceiling Panel
NOTE : The letters I and O are not used.
The cabin passenger / crew doors, cargo compartment and main
landing gear doors are only identified by the zone number, since
each of these doors is a zone in itself.
Doors along the aircraft center line have the left side zone number.
For more rules see AMM 06 40 00
EXAMPLE: Panel 121AL
ZONE
121
1 2 1 A L
SUFFIX
AL
FUSELAGE POSITION
Forward Fuselage, lower half, first panel in
Zone 121 Bottom ( access to ExternalPower-Panel ) see NOTE.
MAJOR ZONE 100

MAJOR SUB ZONE 120
ZONE 121
ALPHABETIC DOOR SEQUENCE
LEFT ( Location )
Page: 16

ACCESS PROVISIONS
A319 / A320 / A321

06 40
Access Panel Identification
110AL
811
121AL
812
Figure 8
Access left side radome, avionic compartments, nose landing gear

Page: 17
LIFTING AND SHORING

LIFTING
07 10
ATA 07
LIFTING AND SHORING
JACKING FOR A / C MAINTENANCE OPERATIONS

Description
This chapter provides information about lifting and shoring of the aircrafts.
07 10
11
12
07 20
Jacking
Jacking for A / C Maintenance Operations
Lifting for wheel change
Shoring see AMM.
Observe the maximum permitted aircraft weight for jacking ( e.g. A 320
59.000 kg )
Before you lift the aircraft with jacks make sure :
A319 / A320 / A321
WARNING :
that the weight of fuel is applied equally on the two sides

of the aircraft.
WARNING :
that the aircraft is stable before you lift it with jacks.
WARNING :
not to lift the aircraft with the SAFETY STAY ( jack at the
aft fuselage position ).
WARNING :
the SAFETY STAY is removed before you do landing gear

extension and retraction tests. Damage to the fuselage
occurs if the aircraft moves during the tests.
During jacking the maximum load at each hydraulic jack must be observed and
not exceeded.
Furthermore the aircraft has to be leveled to zero when starting to jack. That
zero level must be checked and observed during lifting on a trim indicator at the
fueling station.
NOTE :
- You must not use the safety stay to lift the aircraft.
- You can lift the aircraft at the forward jacking point when the tires
and shock absorbers deflated.
- You can lift the aircraft at the forward jacking point only, with the
wheels of the main landing gear on ground.
For Example:
- Safety Stay is only be used to stabilize the fuselage between
FR 73 and FR 74 with a load of 2.000 daN for all aircrafts.
You must lift at three structural jacking points with three hydraulic jacks.
one point is under the forward fuselage at FR 9
the two other points are under the wings at rib 9.
When the aircraft is on jacks, place a safety stay between FR 73 and FR 74.
This prevents any accidental movement of the aircraft.
Page: 18
LIFTING AND SHORING

LIFTING
A319 / A320 / A321

07 10
Jacking Pad
Point A
JACKING POINT B
Jacking Pad Point B
FR74
FR73
FR 8
RIB 9
NM5 07 11 00 2 AAM0 05
RIB 9
JACKING POINT A
SAFETY JACK
JACKING POINT B
A 320 JACKING POINTS TABLE
X (mm )
Y ( mm )
FWD FUSELAGE FR 8
JACKING POINT A
52840
WING L / H RB 9
JACKING POINT B
20107
6497.25
WING R / H RB 9
JACKING POINT B
Z ( mm )
MAXIMUM
JACKING FORCE
2100
828.35
Trim Indicator
6800 daN
28500 daN
A
20107
6497.25
828.35
28500 daN
B
C
D
E
F
G
MAX. PERMITTED
AIRCRAFT WEIGHT
FOR JACKING
A 319
A 320
A 321
57.000 kg
59.000 kg
69.000 kg
Figure 9
Aircraft Jacking Points

Page: 19
LIFTING AND SHORING

LANDING GEAR JACKING
A319 / A320 / A321

07 12
LANDING GEAR LIFTING

Jacking for Wheel Change :
Make sure that the ground safety locks are installed on the landing
gears.
The hydraulic jacks have to be positioned from behind to prevent damage
to the sensors of the weight and balance system.
The aircraft can be lifted at the landing gears up to its max. weight to
change wheels.
Make sure that the parking brake is released.
use the right nose landing gear jack adapter and install that tool correct.
Never lift the landing gear outside of the ball pad, severe damage to the
landing gear makes gear change madatory.
Page: 20
A319 / A320 / A321

07 12
Nose Landing Gear
LIFTING AND SHORING

LANDING GEAR JACKING
Main Landing Gear ( Typical )
JACKING POINT
JACKING POINT
Figure 10
NLG and MLG Jacking

Page: 21
LEVELING & WEIGHING
A319 / A320 / A321

0800
ATA 08
LEVELING & WEIGHING
LEVELING
Quick leveling check can be carried out using the build in aircraft trim indicator
near the refuel control panel in the right wing root.
The aircraft is in the zero position in pitch and roll, when the bubble is at the
D 4 position.
Precise leveling must be done by means of sighting tubes and sighting rods.
WEIGHING
Aircraft weighing is performed at certain intervals in order to determine the dry

operating weight of the individual aircraft.The weight is used to determine the
center of gravity.
Special weighing plattforms are used at the normal lifting positions for this task.
Page: 22
LEVELING & WEIGHING
A319 / A320 / A321

0800
192 MB
6QT
FR38
39QM
Figure 11
Leveling indicator
Page: 23
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
ATA 09 TOWING AND TAXIING

GENERAL
Description and Operation
This chapter is divide in :
Towing
see 09 10
Taxiing
see 09 20
Dangerous Jet Engine Suction / Exhaust areas .
Towing
The aircraft can be towed by the nose landing gear or the main landing gears.
You can tow the aircraft with deflated tires.
Taxiing
This section gives information related to the danger areas around the engines.
You can taxi the aircraft with deflated tires.
Page: 24
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
11 degrees A 320
HOTIZONTAL PLAN
Figure 12
MLG towing of aircraft

Page: 25
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
TOWING
Description
WARNING : Make sure that when the aircraft moves with its own power
on the ground
no person go where the aircraft can cause them injury or
can kill them
no objects stay where the engine can blow them away or
can pull them into the engine by suction.
WARNING : Obey these safety precautions during towing, pushback or
movement of the aircraft.
Make sure that the path of the aircraft is clear.
Make sure that no persons sit or stand on the tow bar or
use the tractor as a transporter this is to prevent the risk of
injury.
You can use the NLG tow bar fitting to tow or push the aircraft :
- with maximum weight,
- with the engine power between zero and idle.
You can use the MLG attachments to tow the aircraft :
- with the engines shut down,
- when it is bogged.
NOTE : Do not tow the aircraft if the dimension H ( oleo extention ) is more
than 300 mm ( 11.811 in. ). If you do so, you can cause damage to
the cams that make the nose gear wheels go back to the center
position.
WARNING : The person who operates the brakes from the cockpit
during towing or taxiing must have his seat belt attached.
If not, there is a risk of injury if the aircraft stops suddenly.
CAUTION :
Set and calibrate the towing and turn shear pins before you
tow or push back the aircraft.
This is to prevent high loads which can cause damage to
the nose landing gear and / or the aircraft structure.
CAUTION :
Do not tow or move the aircraft on the ground if the engine

cowls are open.
Movement of the aircraft with the engine cowls open can
cause damage to the cowls and the nacelle structure.
Page: 26
TOWING & TAXIING

TOWING
A319 / A320 / A321

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

SEPARATION FROM THE NOSE WHEELS, TOW
BAR AND TUG WHILE AIRCRAFT IS MOVING
Figure 13
Towing of A319 / A320 / A321

Page: 27
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
LIMIT LOADS AND ANGLES

- ln towing configurations the safety pin locks the control lever on the interphone box in the disengaged position.
- The maximum permitted steering angle to each side of the aircraft
center line is only 95 degree.
- When you use the front fittings to push the aircraft rearwards with the
engine at idle, the maximum permitted steering angle on each side of the
aircraft centerline is only 40 degrees. This is to prevent the possibility of the
NLG tires slippage.
TOWING FORCES
BREAKEAWAY
6% MTW
ROLLING
3% MTW
BREAKEAWAY
ON SLOPE
6% MTW
+1% MTW PER
1% SLOPE
ROLLING
ON SLOPE
3% MTW
+1% MTW PER
1% SLOPE
SPEED LIMITS
All doors closed and locked or removed, engine cowlings closed and
latched :
- for a tractor with a tow bar, a maximum speed of 25 km / h ( 15.5 mph ) is
permitted.
- for a tractor without tow bar, a maximum speed of 32 km / h ( 19.8 mph )
is permitted.
Passenger / crew doors fully open and locked and / or cargo doors
open in vertical position. Engine cowlings closed and latched.
- the permitted maximum speed is 10 km / h ( 6.21 mph )
Page: 28
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
OBSERVE THE MAX. ANGLE

WHEN TOWING / PUSHING !
BY PUSHING ENGINE AT IDLE

40
40
95
95
BY TOWING / PUSHING
Figure 14
A 319 / A320 / A321 Towing / Pushing

Page: 29

TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
TOWING WITH THE NOSE GEAR

Reason for the Job
To push the aircraft rearward or tow the aircraft forwards with :
the tow fitting on the front of the nose landing gear
a tractor in position forward of the nose gear
A. Make sure that the PIN NLG DOWNLOCK SAFETY and GROUND
LOCK SLEEVE are installed on the nose landing gear and main landing
gear.
B. On the N / W Steering deactivation electrical box 5GC :
set the ground towing control lever to the towing position, and
C. Install the SAFETY PIN.
D. On the panel 110VU, set the parking brake control switch to OFF.
E. On the brake Yellow pressure triple indicator on the panel 400VU,
make sure that the ACCU PRESSURE is correct :
The usual pressure is 3.000 psi ( 206 bars ).
the minimum pressure is 1.500 psi ( 103 ) bars ).
NOTE : A pressure of 3.000 psi ( 206 bars ) permits 7 brake operations.
F. Install the Hydro AS34 or equivalent on the two fitting
NOTE : The tow bar has :
a damping system
one calibrated shear pin and two calibrated turn shear pins for the
protection of the gear against too high loads.
G. Connect the Hydro AS 34 or equivalent to the tractor.
H. Electrical supply
Open the access door 121AL and connect the electrical supply of the tractor
J. Lighting System
Set the external and internal lights as necessary.
K. Communication system
Close up
NOTE : It is recommended to stop with the nose wheels in the aircraft
centerline.
A. Tow bar removal
After pushback ( hydraulic pressure available ), you must :
first disconnect the towbar from the nose landing gear fitting
than remove the tow lever SAFETY PIN
If the nose wheel are not aligned with aircraft centerline, this prevents :
the pressurization of the steering actuators to align the wheels before
you disconnect the towbar.
E. Disconnect the electrical power of the tractor from the access dor 121AL.
H. Remove the SAFETY PIN.
J. Set the ground towing control lever to the normal position.
Procedure
A. Tow slowly and smoothly
NOTE : During towing operations, put
one person in the cockpit to operate the brakes if necessary
two person to monitor wing tips.
Page: 30
TOWING & TAXIING

TOWING
A319 / A320 / A321

09 10
Towing Lever set to Towing / Push Back

Position
Towing Lever in Flight Position
TOWING LEVER
NORMAL POSITION
( NWS OPERATIONAL )
TOWING POSITION
( NWS DEACTIVATED )
Figure 15
N / W Steering Deactivation Electrical Box

Page: 31
TAXIING
DANGEROUS AREAS
A 319 / A320 / A321

CFM 56 5A / IAE V 2500
09 20
09 20 DANGEROUS ENG. AREAS

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

INCLUDES ( WORST CASE )
GROUND PLAN
HEAD WIND ( 20 KTs
ELEVATION
m
ft
GROUND PLANE
FEET
DISTANCE IN
METER
WIDTH
m
ft
PLAN
AIR PLAN CL
Page: 32
TAXIING
DANGEROUS AREAS
A 319 / A320 / A321

CFM 56 5A / IAE V 2500
09 20
( METERS )
FEET
Dangerous Engine Areas:

T / O Thrust
19 ft
( 5.79 m )
3.0 ft
( 0.91m )
INTAKE SUCTION DANGER AREA IDLE POWER

ENTRY CORRIDOR
EXHAUST DANGER AREA
30
Figure 16
Dangerous Engine Areas

Page: 33
PARKING & MOORING

GENERAL
A319 / A320 / A321

1000
ATA 10
PARKING & MOORING
GENERAL
Parking in normal and abnormal weather conditions
Wheel chocks in front of and behind main and nose landing gear wheels.
Parking brake ON.
Nose wheels should be in a straight line.
Flaps ,slats,spoilers,speed brakes and thrust reversers retracted.
Stabilizer set to neutral.
Cockpit windows closed.
Doors closed.
Protection covers installed in bad weather conditions.
Landing gear doors closed.
Landing gear ground safety locks installed during maintenance operations or long parking periods.
Water system depressurized. This prevents too much water in the toilet
bowls since the water valves can leak when the water pressure decreases.
Shock absorber rebound can cause some movement in the wind. Equipment should be removed from the aircraft to a position where it cannot
damage the aircraft.
Page: 34
PARKING & MOORING

GENERAL
A319 / A320 / A321

1000
A
STATIC PROBE COVER ( 2 )
ANGLE OF ATTACK COVER ( 3 )
PITOT PROBE COVER ( 3 )
ENGINE COVER ( 2 )
STATIC PROBE COVER ( 2 )
TAT PROBE COVER ( 2 )
ICE DETECTION
PROBE COVER ( 2 )
Figure 17
Protective Equipment Covers

Page: 35
A319 / A320 / A321

1000
NLG & MLG SAFETY DEVICES

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

GENERAL
Page: 36
PARKING & MOORING

GENERAL
A319 / A320 / A321

1000
LOCK STAY
LOCK STAY
Figure 18
Gear Safety Devices

Page: 37
DOORS
GENERAL
A 319 / A320 / A321

52 00
ATA 52
DOORS
52 00 DOORS
GENERAL
Description and Operation

The aircrafts are designed with several doors to give a conveniened access
to compartments for passengers, crew members, loading staff and maintenance
reason. In the cabin all doors are designed that all passengers and crew members
can leave the aircraft even without staircases, in case of emergency, safely in a
defined time.
Passenger and Crew Doors
This aircraft has 4 entrances / emergency exits, called type 1 door, two doors of
each fuselage side.
This doors are plug type doors. That means under cabin differential pres
sure the doors will be pressed against fuselage mounted stop fittings to
transfer the door pressure force to the fuselage structure.
This doors can be opened from the inside as well as from the outside.
All 4 doors will be used in case of emergency as emergency exits, therefore
each door is equipped with an emergency-escape-slide.
Overwing Emergency Exits
Four exits called type 3, two on each side of the fuselage, designed as emergency exits only. These been used in an case of emergeny, to evacuate the
passengers and crews in a definite time according to JAR / FAA regulations.
This exits are plug type doors.
This exits can be opened from the inside as well as from the outside.
On each fuselage side during openig of the first exit via a mechanical
system a slide will be released and inflated.
Forward and aft Cargo Compartment Doors
On the fuselage lower right hand side three cargo doors for belly cargo on and
off loading are installed.
Forward and aft cargo compartment door
- they are none plug type doors. Cabin pressure force will be transfered
the latch mechanism.
Bulk cargo compartment door
FRA US/T SeG 01.07.02
Forward and aft cargo compartment doors are equiped with an mechanical
latch mechanism. The yellow hydraulic system will be used to open and close
the cargo doors. Opening and closing of the cargo compartment doors can be
done from the outside only.
Bulk Cargo Compartment Door (Option)
Is the last cargo door on the right hand side of the fuselage.
Is a plug type door
when unlocked opens inside and swings to the compartment ceiling,where it
is mechanicaly secured.
The door can be unlocked and locked from the outside and inside.
A 319 DOORS
In the pressurized area :
2 Cargo compartments doors ( 825, 826 )
2 Overwing emergency exits ( 834, 844 )
4 Passenger and crew doors or cabin doors useable as emergency exits
( 831, 841, 832, 842 )
4 Doors to give access to the avionic compartments (811, 812, 822, 824)
A 320 DOORS
4 Overwing emergency exits (833, 843, 834, 844). The 2 exits on each side
are identical )
4 Passenger and crew doors or cabin doors usable as emergency
exits ( 831, 841, 832, 842 )
4 Doors to give access to the avionic compartments
( 811, 812, 822, 824 )
Optional doors: 1 Entrance stairs door ( 813 ) and 1 bulk cargo compartment
door ( 827 )
Page: 38
DOORS
GENERAL
A 319 / A320 / A321

52 00
A319 / 320
841
811
811
812
824
825
822
842
826
827
(OPTIONAL)
842
844
832
843
834
841
NOTE: EXITS 833 & 843 NOT ON A319
833
831
Figure 19
A320 Passenger, Crew and Service Doors

Page: 39
A 319 / A320 / A321

52 00
A321 DOORS
4 emergency exits or cabin doors usable as emergency exits
( 833, 843, 834, 844 )
4 Passenger and crew doors or cabin doors usable as emergency
exits ( 831, 841, 832, 842 )
4 Doors to give access to the avionic compartments
( 811, 812, 822, 824 )
Optional doors : 1 entrance stairs door ( 813 ) and
1 bulk cargo compartment door ( 827 )
DOORS
GENERAL
Page: 40
DOORS
GENERAL
A 319 / A320 / A321

52 00
841
A 321
843
811
811
823
825
812
824
844
842
842
B
827
826
844
832
834
841
843
833
831
Figure 20
A 321 Passenger, Crew and Service Doors

Page: 41
A 319 / A320 / A321

52 00
SERVICE & MAINTENANCE ACCESS

A 319 / 320 / 321 Service and Maintenance Access
In the unpressurized areas :
1 Accessory compartment access door ( 312AR )
1 APU exhaust access fairing ( 317AL)
1 APU access door ( 315AL )
1 APU access door ( 316AR )
1 Maintenance door ( 314AR )
1 Aft lavatory service door ( 172AR )
1 External power receptacle (( 121AL )
1 FWD potable water service door ( 133AL )
1 MID potable water service door ( 192NB ) (A320 ONLY)
1 Aft potable water service door ( 171AL )
1 FWD cargo compartment door control panel door ( 134AR )
1 Aft cargo compartment door control panel door ( 154AR )
1 HP ground air connector door ( 191DB )
1 Conditioned air ground connector door ( 191CB )
1 Refuel and defuel panel door ( 192MB )
DOORS
GENERAL
Page: 42
DOORS
GENERAL
A 319 / A320 / A321

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

Page: 43
DOORS
EMERGENCY EXITS
A319 / A320 / A321

52 - 20
52 20 EMERGENCY EXITS
EMERGENCY EXITS GENERAL
General
In case of emergency to evacuate the passengers and crews, the cabin attendants can unlock the two FWD and AFT Passenger / Crew Doors manually.
The Passenger / Crew Doors open pneumatically.This operation releases and
inflates the related escape slide on each door automatically.
Additional there are :
- A 319 2 overwing emergency exit hatches, one on each side.
- A 320 4 overwing emergency exit hatches, two on each side.
- A 321 4 additional Passenger Crew / Emergency Doors
In the cockpit there are two sliding windows as the emergency exits for the pilots.
FRA US/T
SeG 01.07.02.
DOORS
EMERGENCY EXITS
A319 / A320 / A321

52 - 20
A319 / 320 Shown ( For A321 see Pax / Crew Doors )
Escape Slide Arrangement

A
32 x 73 EXIT WITH SINGLE LANE

SLIDE or SLIDE RAFT
TYPE lll OVERWING EXITS 20 x 40
DOUBLE LANE SLIDE
SLIDING WINDOW
Double Lane Offwing Slide ( Typical )
A
C
D
B
D
C
Figure 30
FRA US/T
SeG 01.07.02.
A319 / A320 Emergency Hatches

DOORS
EMERGENCY EXITS
A 319 / A320
52 - 20
EMERGENCY EXIT HATCHES A319 / A320

Description
Passengers / Crew can open the overwing emergency exit hatches manually.
This operation releases and inflates the related off wing escape slides in the
wing to fuselage fairing. The emergency exit hatches are also of plug type
construction. All exits have the same construction and function beside of LH /
RH istallation. They can be opened from in and outside.
In a fuselage compartment close to the wing trailing edge, two double row escape slides are installed to give a way for passenger standing on the wing.
The escape slide will be activated on that fuselage side where the first exit
hatch been opened.
It exists a mechanical connection between the emergency exit hatches and the
release mechanism of the escape slides. The system is normaly in armed position.
In every emergency exit fuselage frame a red manual inflation handle can be
used to release and inflate the escape slide, when the auto activation has refused. Access to the red handle is possible when the exit hatch is removed.
Removal of the Emergency Exit Hatch from the inside in ARMED mode
To get access to the hatch control handle, pull down the cover flap from the
recess. When the cover flap is opened, a proximity switch is operated and
gives two different warning signals.
One signal is sent to the ECAM system to make the MASTER CAUTION
LIGHT on.
The other signal is sent to a visual warning in the cabin, to tells the attendants
that one of the emergency exit hatches is not correctly closed.
Pull the hatch control handle down by means of the pull lever and hold the
emergency exit hatch in position. This causes the springloaded linkage to fall
down and engage the special bolt of the hatch control handle to block it.
Because of the shape of the emergency exit hatch, it will fall into the cabin if
you do not hold it.
Carefully let the top of the hatch fall to the inner side so that it comes clear of
the structure.
Take the lower handle of the lining with your free hand and pull the emergency
exit hatch from the recess. The hook brackets disengage from their pivot fittings. Lift the emergency exit hatch and pull it away from the opening.
The release lever operates the slide release mechanism which inflates
the emergency escape slide.
Removal of the Emergency Exit Hatch from the Outside in ARMED mode
Push the flush panel of the hatch control handle to the inside of the handle
frame.
This operation moves the handle down and releases the locking hooks. The
handle moves the main cover flap to the open position.
Because of the shape of the emergency exit hatch, it falls into the cabin when
the flush panel is pushed.
Push the emergency exit hatch away from the opening into the cabin.
The release lever operates the slide release mechanism which inflates
the emergency escape slide.
DOORS
EMERGENCY EXITS
A 319 / A320
52 - 20
Emergency Exit Hatches A319 / 320
A
MANUAL INFLATION
HANDLE
RELEASE LEVER
OF ESCAPE-SLIDE
RELEASE
MECHANISM
CONTROL HANDLE
A
SLIDE ARMED
WARNING LIGHT
COVER FLAP
COVER FLAP
EMERGENCY EXIT HATCH
Figure 31
A319 / A320 Emergency Exit Hatches
DOORS
EMERGENCY EXITS
52 - 20
LOCKING MECHANISM OF EXIT HATCHES
Description
The essential parts of the locking mechanism are :
- the locking shaft unit and
- the hatch control handle.
These parts are installed in the upper part of the exit hatch
The locking shaft unit includes the locking shaft with two locking hooks.
These hooks locks the exit hatch on to roller fittings in the exit hatch frame.
A rod connects the control handle with the locking shaft unit.
Two safety springs keeps the control handle in up position ( locked ). After
opening of the hatch a back lock lever keeps the handle in lower position.
The hatch control handle exists of pull lever and flush panel. If the handle pull
lever moves downwards, the flush panel remains. If the flush panel is operated,
the handle pull lever moves donwards and the locking shaft turns
Indication and control of the release mechanism
ARMED and DISARMED position of every latch pin are monitored by an proximity switch and displayed on ECAM. If the latch pin is retracted, the proximity
switch sends a signal to the ECAM.
To prevent accidental operation of the hatch locking mechanism, the release
warning system gives two different warning signals. One signal is sent to the
ECAM system and the other gives a visual warning in the cabin
A 319 / A320
Removal of the Emergency Exit Hatch from the inside in MAINTENANCE

mode
INFO : Only if the latch pin is in DISARMED position, the exit hatch can be
opened safely without releasing and inflate the escape slide.
Make certain before opening of the emegency hatch, that the SAFETY PIN of
the inflation reservoir is installed. ( Aft cargo compartment )
For the maintenance procedure only, open the cover flap to get access to the
head of the latch pin. To release the latch pin, turn it a quarter turn counterclockwise. The spring of the latch pin extends and causes the latch pin to retract to the DISARMED position.
Pull the lever of the hatch control handle down and hold the emergency exit in
position. This causes the springloaded back lock lever to fall down and engage the special bolt of the pull lever and blocks it.
The operation of the hatch control handle pull lever disengages the locking
hooks from the upper roller fittings. Because of the shape of the emergency
exit hatch, it will fall into the cabin if you do not hold it.
Carefully let the top of the hatch fall to the inner side so that it comes clear of
the structure. When the emergency exit hatch moves inboard, the latch pin
goes free of the escape slide mechanism release lever.
Take the lower handle of the lining with your free hand and pull the emergency
exit hatch from the recess. The hook brackets disengage from their pivot fittings.
Lift the emergency exit hatch and pull it away from the opening.
For safety, install a RIGGING PIN in the provision of the hatch frame. This prevents an accidental operation of the escape slide.
Installation of the Emergency Exit Hatch

Make sure that the latch pin of the slide release mechanism is in the DISARMED position. If installed, remove the RIGGING PIN from the hatch frame.
Take the emergency exit hatch and set it with the hook brackets on their pivot
fitting. Push the bottom of the hatch into the opening so that the hook brackets
engage in the pivot fitting.
Make sure that the lip of the hatch seal is not caught in the pivot fitting. Push
the top of the hatch into the opening so that the stop profiles touch the hatch
frame.
Hold the emergency exit hatch in this position until it is correctly locked. Lift the
springloaded back lock lever to release the blockage of the pull lever. Then
push the pull lever up until it is above the overcenter position.
This operation turns the locking shaft unit and the locking hooks engage in the
upper roller fittings. Make sure that the emergency exit hatch is in the correct
position and correctly locked.
Lock the latch pin of the slide release mechanism in ARMED position ( the related SLIDE ARMED light comes on ).Install the cover flap of the latch control
handle ( the SLIDE ARMED light goes off )
Remove the SAFETY PIN from the Inflation Reservoir and close the Reservoir
access panel.
DOORS
EMERGENCY EXITS
A 319 / A320
52 - 20
Locking Mechanism
Inflation Reservoir ( AFT Cargo Compartment )

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

SAFETY PIN
FLUSH PANEL
( OUTSIDE )
BACK LOCK
LEVER
VALVE / REGULATOR
ASSEMBLY
CONTR. HANDLE
PULL LEVER
Figure 32
A319 / A320 Emergency Exit Hatches
DOORS
EMERGENCY EXITS
A 319 / A320
52 - 20
SLIDE RELEASE MECHANISM
MANUAL RELEASE HANDLE
RELEASE LEVER
MANUAL RELEASE HANDLE

RELEASE LEVER
DOORS
EMERGENCY EXITS
A 319 / A320
52 - 20
Test Tool / Flexible Control Cable
COLLET
RELEASE CABLE
Inflation Reservoir Connection
COLLET
KNURLED SLEEVE
BLANKING CAP
CURSOR
Figure 33
A319 / A320 Flex. Ctr. Cable Test Tool
STRUCTURE
GENERAL
A319 / A320 / A321

5100
ATA 51
STRUCTURES
51 00 GENERAL
GENERAL CONFIGURATION
The A 320 is a short / medium range twin engined subsonic commercial transport aircraft introduced as the first single aisle aircraft to the Airbus family
The seating capacity varies between about 120 to 179 passengers. The A 319
is smaler derivat with less passenger capacity and the A 321 is a lager derivat
aircraft with more passenger capacity than the A 320.
Airbus Industrie in Tolouse, France, designed and developed the A 320 Family.
Mainly six firms in six europien countries, France, Great Britan, Germany, Belgium, Spain and Italy deliver certain parts which be flown by a Beluga
aircraft, especilaly designed for aircraft parts transportation, to be delivered to
the A 320 Airbus Industrie assembly line inTolouse and to the Airbus Deutschland GmbH assembly line for A318, A 319 and A 321 in Hamburg, Germany.
Engines can be choosen from two supplier, Commercial Fan Moteure Interna
tional CFMI 565, or International Aero Engine V 2500A5 with different
thrust settings which is a matter of aircraft type and performance demand.
STRUCTURAL PRINCIPLE
Description
The strucrure of the aircrafts are designed of the fail safe principle, what
means, by a maximum of structure strength a minimum of weight.
Therefor the primary structure is mainly out of strongest Aluminium alloy beside
some parts are made of steel and titan. In some parts of strong mechanical
strength material with high fatigue resistance are installed.
Some parts / components of primary and secondary structure are made of
composide plastic to reduce further more the weight.
This plastics are :

GFRP Glasfiber Reinforced Plastic
CFRP Carbonfiber Reinforced Plastic
AFRP Aramidfiber Reinforced Plastic
Abbreviations may used
Abbreviations used in this chapter :
AFRP
Aramidfiber Reinforced Plastic
CAA
Chromic Acid Anodizing
CCC
Chemical Conversion Coating
CFRP
Carbonfiber Reinforced Plastic
CL
Center Line
FD
Fuselage Datum
Fig
Figure
FR
Frame
FWD
Forward
GFRP
Glassfiber Reinforced Plastic
LH
Left Hand Side
LONGN
Longeron
MAX
Maximum
MID
Middle
MIN
Minimum
RH
Right Hand Side
REF
Reference
RPM
Revolution per Minute
STA
Station
STD
Standard
STRG
Stringer
THS
Trimmable Horizontal Stabilizer
VERT
VERTICAL
Page: 110
STRUCTURE
GENERAL
A319 / A320 / A321

5100
31
18
41
19.1
16/17
42
35
19
26
27
21
13/14
11
51
12
28
22
52
SECTION
ATA REFERENCE
11/12
531000
SECTION
DESIGNATION
ATA REFERENCE
29
23/24/25
DESIGNATION
SECTION
ATA REFERENCE
31
554000
RUDDER
35
551000
HORIZONTAL STABILIZER
35
552000
ELEVATOR
NOSE FORWARD FUSELAGE

23 / 24 / 25
574000
FIXED AND MOVING

LEADING EDGES
DESIGNATION
13/24
532000
FORWARD FUSELAGE
15
533000
CENTER FUSELAGE
16/17
534000
REAR FUSELAGE
26
577000
SPOILERS
41
545000
PYLONS
18
534000
REAR FUSELAGE
27
575200
INBOARD FLAP
42
541000
NACELLE SECTION
19
535000
CONE / REAR FUSELAGE
27
575300
OUTBOARD-FLAP
51
322000
NOSE GEAR AND DOORS
19.1
535000
28
576000
AILERONS
52
321000
MAIN GEAR AND DOORS
21
571000
CENTER WING
29
573000
WING-TIP
22
572000
OUTER WING
31
553000
VERTICAL STABILIZER
Figure 56
A 320 Major Structual Components

Page: 111

STRUCTURE
GENERAL
A319 / A320 / A321

5100
STANDARD PRACTICES
Description
This chapter provides the instructions related to the standard practices applicable to the airframe, doors, wings, engine pylons and stabilizers.
These practices include :
AMM 51 21 00 Protective Treatment

51 22 00 Corrosion Prevention

51 23 00 Coatings Aplication

51 24 00 Sealing General

51 70 00 Repairs

51 73 00 Repairs of Minor Damage

51 74 00 Repair of Corroded Areas

51 75 00 Paint Repair

51 76 00 Sealing Repair

51 77 00 Standard Composite Repairs

51 78 00 Cleaning Processes
Composite Components
Radome
NLG Doors
Belly Fairing Panels
MLG Doors
Wing Leading Edge bottom access panels
MLG Wing bay top panel
Wing shroud box
Wing trailing edge panels
MLG leg fairing doors
Flap track fairings
Inner and outer flaps
Spoilers and Airbrakes
Aileron
Pylon to Wing fairing
Nacelle cowlings
Composite Materials
To reduce the construction and components weight on A 319 / 320 / 321 even
more components been made out of composite materials so as horizontal sta
bibilizer, vertical stabilizer, fairings, panels, cowlings and flight controls.
Protective Treatment ( 51 21 00 )
The aircraft structure is given protection against corrosion and fluids.
Special attention is given to areas of high condensation and areas where diffe
rent material touch. Three categorys of protection areas are seen:
-A areas in touch with air or humidity normally dry.
-B areas in touch with fuel.
-C areas in touch with hydr. fluid, grease, oil, water, waste or area bad to reach
Corrosion Prevention ( 51 22 00 )
Corrosion resistant materials and protective coatings are applied at the
construction stage to obtain the maximum possible resistance to corrosion.The
removal of corrosion and subsequent maintenance have a direct effect on the
operational safety and the in service capability of the aircraft. As protection is
used CAA or CCC fore the al-alloy and wasch primer, primer and a top coat.
Fin main box and attachment lug

Fin leading edge and tip
Fin trailing edge panels
Rudder and attachments
Tailplane main box
Tailplane leading edge
Tailplane trailing edge panels
Tailplane pivot attachment lugs
Tailplane / Elevator attachment fittings
Elevator
Elevator hinge arms
Tailplane / Fuselage fairings
Cabin / Cargo floor panels
Cabin / Cargo compartments linigs
Page: 112
A319 / A320 / A321

5100
STRUCTURE
GENERAL
Figure 57
Composite Material Application

Page: 113

FUSELAGE
GENERAL
A320
5300
ATA 53
FUSELAGE
GENERAL
The fuselage, which has a blended double bubble cross section, employs a
conventional type of skin, stringer and frame construction except in the nose
section where frames at reduced pitch are used without stringers. Skin thickness variations are produced by chemical or mechanicai machining and the
stringers are attached by rivets. Damage tolerant characteristics of the pressure shell are achieved by design features such as fuII frame to skin cleating,
the use of Iocal crackstoppers, and of heavier machined members by duplication, in association with appropriate stress Ievels and material selection.
A central keel structure maintains fuselage shear and bending continuity over
the wing centre section cutout. The rear pressure bulkhead ring frame supports
the forward fin spar. Behind the rear fin attachment frame a cutout is provided
at midfuselage Ievel to accomodate the central box of the variable incidence
horizontal stabilizer. The tailcone, which houses the APU is mounted behind
the horizontal stabilizer pivot frame.
AII areas of the fuselage are pressurized except for the radome, the rear fuselage section aft of frame 7O, the nose Ianding gear bay and the Iower segment
of the centre section ( section l5 ). FuII provision is made for rapid decompression in the event of damage to the pressurized fuselage.
For structural ease of production or transportation reasons, the fuselage is
manufactured in six structural sections for A319/A320 and eight structural sections for A321 aircrafts. The joints occuring at frames 24, 35, 47, 64 and 70.
Section 11 / 12
Forward Nose Fuselage
Section 13 / 14
Forward Centre Fuselage
Section 15
Centre Fuseiage
Section 16 /
Aft Centre Fuselage
Section 18
Aft Fuselage
Section 19
Forward Tailcone.
Section 19.1
Aft Tailcone.
FRA US / T SeG 01.07.02
Page: 114
A320
5300
For example A320
FUSELAGE
GENERAL
Figure 58
FRA US / T SeG 01.07.02
Sectoion Reference Numbers

Page: 115
A319 / A320 / A321

5310
5310
NOSE FORWARD FUSELAGE
NOSE FORWARD FUSELAGE ( SECTION 11 / 12 )

Description
This section of the fuselage ( frame l to 24 ) contains in its upper forward region
the flight deck and aft of that the entrance area of the forward passenger and
service door.
The Iower region contains the nose Ianding gear bay, the electrics and avionics
bay.
There are no stringers in this section but the frames are pitched at about half
that of the typical pitch in the main fuselage. The aluminium alloy skin panels
are chemically milled.
The skin panels below and above the center windshield are made of titanium to
provide a good protection against bird impact.
Frames of this section are formed of sheet metal except in the Iower region
where the frames are machined from plate. The nose Ianding gear bay box is
Iocated between frames 9 and 20, it consists of integrally machined panels. A
jacking point is provided at the aircraft centre Iine between frames 8 and 9.
Frame 1 provides attachment for the machined flat front pressure bulkhead and
a mounting for the radome.
Between frames 16 and 20, below the floor structure, space and structural provisions are made for installation of the optional airstairs.
FUSELAGE
NOSE FWD FUSELAGE
Page: 116
A319 / A320 / A321

5310
FUSELAGE
NOSE FWD FUSELAGE
Figure 59
Nose Fuselage Sec. 11/12

Page: 117
FUSELAGE
FORWARD FUSELAGE
A319 / A320 / A321

5320
53 20 FORWARD FUSELAGE
FORWARD FUSELAGE ( SECTION 13 / 14 )
Section 14A A321 only
Description
This section of the fuselage Iies between frames 24 and 35. It contains the
front part of the passenger cabin and beneath the cabin floot; the forward
freight compartment. It has, on the starboard side, the forward cargo door.
This section is of conventional construction consisting primarily of chemical
miIIed skin panels, frames and stringers formed from sheet metal. The ends of
the cabin floor cross beams are attached to the frames, supported on each
side of the freight compartment by extruded aluminium alloy struts. In the Iower
region of each frame an aluminium aIIoy structure is installed to support the
cargo floor. The fuselage frames are arranged at regular intervals of 533,3 mm
( 21 in ). The standard frames have a common Zshaped section made from
formed sheet which provides a continuous structural member attached to the
skin and stringers by sheet metal cleats.
FORWARD FUSELAGE ( SECTION 14A ON A321 )
Description
This region of the fuselage Iies between frames 35.1 and 35.8. It contains also
the front part of the passenger cabin and beneath the cabin floot; the forward
freight compartment. It has, on both sides emergency exits and containers to
carry the slide rafts for this exits. Construction like section 13/14.
FRA US / T SeG 01.07.02
Page: 118
A319 / A320 / A321

5320
FUSELAGE
FORWARD FUSELAGE
Figure 60
FRA US / T SeG 01.07.02
Forward Fuselage Sec. 13/14

Page: 119

FUSELAGE
CENTER FUSELAGE
A319 / A320 / A321

5330
53 30 CENTER FUSELAGE
CENTER FUSELAGE ( SECTION 15 )
Description
This region of the fuselage is Iocated between frames 35 and 47. It provides
part of the cabin together with the integration structure for the wing centre box.
Beneath the cabin floot; it comprises the air conditioning, hydraulic and main
Ianding gear bay in conjunction with a belly fairing. The zone beneath the cabin
floor is unpressurized1 the actual pressure boundary being formed by the upper
skin panels of the centre wing box and a pressure diaphragm extending from
the wing box to frame 46 above the main Ianding gear bay. The forward pressure boundary is formed by the Iower region of frame 35, and the aft boundary
is formed by an inclined pressure bulkhead installation as lower part of frame
46.
Section 15
Frames
The frames are arranged at regular intervals of 533A mm ( 2l inch ) except in
the emergency exits area. Typical frames between 35 and 47 are machined
except in their upper region where they are formed from sheet metal.
Frames 36 and 42 belong to the centre wing box section 2l ( see description in
chapter 57, paragraph 2 ). This frames transmitte forces between wing center
box and the fuselage.
The main Ianding gear bay panels are chemically miIled, with externally riveted
stringers.
Longitudinal structural continuity of the lower fuselage is maintained by a keel
beam which transmits the overall fuselage bending Ioads. This beam is a box
stiffened by internal ribs, which also provides attachment points for the landing
gear bay doors and door actuators. The beam is attached to frames 35 and
46/47 and to the lower part of the centre wing box.
Skins and Stringers
The upper shell skin panels to the Ievel of the window frames and the lower
side skin shells are chemically milled, with riveted stringers.
The emergency exit panels are chemically milled, with riveted stringers. A320
aircrafts have 4,.A319s have 2, and A321s have no emergency exits in this
section.
FRA US / T SeG 01.07.02
Page: 120
A319 / A320 / A321

5330
FUSELAGE
CENTER FUSELAGE
Figure 61
FRA US / T SeG 01.07.02
Center Fuselage Sec. 15

Page: 121
FUSELAGE
CENTER FUSELAGE
A319 / A320 / A321

5330
Belly Fairing
The belly fairing is a permanent extension to the lower fuselage and is installed
at STA1307 (between FR30 and FR31) thru STA2456/FR53. The structure extends around the air conditioning and the hydraulic services equipment for the
aircraft.
It gives easy access for maintenance procedures to the equipment. The belly
fairing spans the width of the lower fuselage, between the left and right wings.
The extension of the structure around both wing roots completes the wingto
fuselage fillet zone.
The main landing gear bay is installed between FR42 and FR46. When the
landing gear doors are up and locked (landing gear up or fully extended), the
doors complete the belly fairing profile.
The belly fairing structure is made of frames, support struts and skin panels.
Rivets attach the frames to the aircraft lower fuselage. Most of the frames become an extension to the aircraft fuselage frames. They are installed between
FR31 thru FR42 and FR46 thru FR52.
A keel beam gives longitudinal structural strength at the lower center of the
belly fairing. Rivets attach the beam to the bottom of the aircraft keel beam and
to FR47. The bellyfairing keelbeam is installed between FR36 thru FR47.
The belly fairing panels are made of honeycomb core, which is bonded between GlassfiberReinforced Plastic (GRP) sheets. You can remove all the
panels from the structure. Some of them have quickrelease fittings for easy
opening or removal to give fast access to the equipment.
A blowout panel is included in the air conditioning services panel,192KB. If an
overpressure condition occurs in the air conditioning bay, the blowout panel
will open. The panel is pushed open against spring tension and remains open
until it can be closed by hand during ground maintenance.
FRA US / T SeG 01.07.02
Page: 122
A319 / A320 / A321

5330
FUSELAGE
CENTER FUSELAGE
Figure 62
FRA US / T SeG 01.07.02
Center Fuselage Belly Fairing

Page: 123
A319 / A320 / A321

5340
53 40 REAR FUSELAGE
AFT FUSELAGE ( SECTION 16 / 17 AND 18 )
Section 16A A321 only
Description
This part of the fuselage Iies between frames 47 and 70. To ease production
this part is divided into two sections and jointed together at frame 64.
The forward component ( designated as section l6!l7 ), contains part of the
passenger cabin and beneath the cabin floor the aft freight compartment with
the associated cargo door.
The constructional principles are similar to those of the forward fuselage.
The rear region ( section l8 ) of the aft fuselage contains the rearmost part of
the passenger cabin. It incorporates the port passenger door and the starboard
service door.
The fuselage frames are arranged at irregular intervals between 497 mm and
584 mm.
Frame 66 and 68 which form part of the door surrounding structure of the rear
doors are curved in their plane to match the side shapes of the doors.
FUSELAGE
REAR FUSELAGE
FRA US / T SeG 01.07.02
Page: 124
A319 / A320 / A321

5340
FUSELAGE
REAR FUSELAGE
Figure 63
FRA US / T SeG 01.07.02
Fuselage Sec. 16 / 17 / 18
Page: 125
FUSELAGE
53 - 50
53 50 CONE / REAR FUSELAGE

TAIL CONE ( SECTION 19 / 19.1 )
Description
This section comprises the unpressurized part of the rear fuselage aft of frame
70. lt also inciudes the mounting structure for the fin and horizontal taiiplane
and houses the Auxiliary Power Unit ( A.PU. ).
For the purposes of description it can be divided into two main sections :
The section 19 between frames 70 and 77.
The section 19.1 aft of frame 77.
Section between Frames 70 and 77
This section provides the mounting structure for the fin and tailplane and is of
conventional monocoque design, consisting of skin, riveted stringers and
frames.
The machined frame 70 supports the rear pressure buikhead which is designed
as a pressure diaphragm, made in four segments and having eight radial stiffeners.
Between frames 7l and 72 and stringers 27 and 32 on the right hand side is a
door for access into this region of the fuselage.
A319 / A320 / A321
There is a central tubular bracing structure which transfers side load from the
tailplane into the upper and lower bracing structure.
Fin Attachment Structure
The fin attachment fittings are Iocated on frames 70, 72 and 74. They consist
of six fail safe yokes which transmit the fin Ioads via shear bolts into the fuselage frames. This attachment structure is such that should there be a failure of
any bolt or fitting the fail safety of the structure is ensured.
Two fittings form a mounting assembly for each fin spar at the frame.
The upper segments of the fin Ioad carrying frames are made of integraliy machined plates, the lower segments being fabricated from sheet metai.
Tailplane Attachment Structure

The fuselage region between frames 73 and 77 houses the trimming tailplane.
Between frames 74 and 77 there is a Iarge cutout for this purpose surrounded
by machined beams. A system of diagonal struts is provided on the horizontai
plane in the upper and lower areas of the cutout to increase the rigidity of this
open section.
Frame 77 carries the tailplane hinge bearing and lateral load fittings. lt also incorporates four lugs for the attachment of the removable tail cone unit.
The upper and Iower sections of the machined frame include lugs for the attachment of the vertical side members and those for the tail cone attachment.
Within these arches there is a bracing structure which is connected to extensions on the frame segments. The vertical side members which carry the main
hinge bearings of the tailplane are duplicated and detachable.
FRA US / T SeG 01.07.02
Page: 126
FUSELAGE
A319 / A320 / A321

53 - 50
PRESSURE BULKHEAD
C70
SAFETY
VALVES
ELECTRIC
Z0
ELECTRIC
FLIGHT
CONTROLS
APU FUEL
HYDRAULIC
( BLUE CIRCUIT )
HYDRAULIC
( GREEN CIRCUIT )
HYDRAULIC
( YELLOW CIRCUIT )
BLEED AIR
Figure 64
FRA US / T SeG 01.07.02
Cone/Rear Fuselage Sec. 19

Page: 127
FUSELAGE
A319 / A320 / A321

5350
Tail Cone Hoisting
Section aft of Frame 77

This section of the fuselage forms the removable tail cone. lts principle function
is to provide a mounting and housing for the APU. lt incorporates in its lower
region the APU air intake and access doors which allow for the mounting, dismantling and inspection of the APU.
This compartment is locally designed to inhibit an accidental fire. Fire walls are
made of titanium and this region of the compartment is double skinned, the inner titanium skin being separated from the outer aluminium alloy skin.
The tail cone is made of frames, stringers and skin plates which are riveted
together. The access door beams and the support struts increase its structural
strength.
You can remove the tail cone from the aircraft as a single unit. It is not pressurized during flight.
Component Description
The tail cone has:
four main attachment fittings, with two diagonal support struts, installed on the
forward frame FR78. These fittings connect the tail cone to the fuselage,
two framework fittings on the forward frame FR78. These permit the inspec
tion of the horizontal stabilizer bearings with the tail cone installed,
a failsafe fitting on the top side of the forward frame FR78. This takes the
load if one of the main attachment fittings fail,
seven APU attachment fittings for the installation of the APU and its related
equipment,
hoisting points for the removal and installation of the tailcone.
The APU compartment is a specified fire zone and firewalls close the compartment on all sides. The firewalls are made of titanium sheets. The firewalls have
cutouts for the APU related components and equipment.
A overpressure release door releases the pressure in the tail cone if there is a
sudden increase in pressure. The door closes automatically when the pressure
decreases.
A maintenance door ( 314AR ) and two access doors ( 315AL and 316AR ) are
installed in the lower surface of the tailcone. They give access to the APU and
its related components.
FR 84
SELF ADHESIVE DISC
FR 78
HOISTING LUG
Page: 128
FUSELAGE
A319 / A320 / A321

5350
OVERPRESSURE
RELEASE DOOR
FIREWALL
APU ACCESS DOORS

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

Page: 129
NACELLES / PYLON
PYLON
A319 / A320 / A321

5400
ATA 54
NACELLES / PYLON
GENERAL
Description
The engine mounting pylons are convertible to accept the CFM 56 or
IAE V2500 engines.
The role of the pylon on 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.
Each pylon is a box type structure, cantilevered from the wing box with statically determined attachments. It consists of a main frame, auxiliary structure
and main- auxiliary attachment fittings. All engine cowls are attached to the
main frame.
Pylon and pylon fairings are interchangeable between aircraft at the same position.
AUXILIARY STRUCTURE
Description
The auxiliary structure houses most of the system components.
It is divided into three sections :
- The forward section provides the aerodynamic profiie between the engine
nose cowl upper section and the wing Ieading edge;
- The centre section provides junction between the main frame and the wing
Iower surfaces;
- The aft section improves the aerodynamic contour.
MAIN FRAME
Description
The main frame consists of a failsafe box, it is composed of main elements
supporting loads and secondary elements reinforcing the box.
The main elements form the resistant frame to which are connected pylonto
wing and pylontoengine attachment. The frame comprises :
- Four monobloc main ribs ( rib 1, rib 3, rib 4 and rib 1o );
- Two upper spars;
- A Iower spar.
Two panels covering the side faces of the frame form the box. The secondary
elements which include the six secondary ribs.
FRA US / T SeG 01.07.02
Page: 130
A319 / A320 / A321

5400
NACELLES / PYLON
PYLON
Figure 66
FRA US / T SeG 01.07.02
Pylon
Page: 131
NACELLES / PYLON
PYLON
A319 / A320 / A321

5400
PYLON TO WING ATTACHMENT

Description
The forward attachments consist of inner and outer triple lugged titanium fork
attachments to rib 4, each of which is made in two parts such that each part
has a double lug. These lugs are bolted to two sets of twin links which are
bolted to two pairs of fittings which are attached to the front wing spar.
lmmediatly behind this joint there is a bearing which transmits longitudinal and
Iateral loads to a titanium spigot forging which is bolted through the lower wing
skin to the forward attachment fittings.
The aft pylon to wing junction is provided by two shackles which are connected
to an attach fitting secured on the wing and the attachment at the rearmount
pylon rib.
ENGINE TO PYLON ATTACHMENTS
Description
The forward attachment is via a pyramidal shaped mounting. This mounting is
attached to the face of rib 1 and, at its forward end, picks up the front spigot of
the engine. This spigot transmits longitudinal and Iaterai loads, whereas tension bolts carry the vertical loads.
The convertable rear attachments transmit the lateral and vertical loads to rib3
for the CFM 56 engines and to rib 4 for the IAE V2500 engines by means of
four tension bolts which go through an intermediate double fitting.
Page: 132
NACELLES / PYLON
PYLON
A319 / A320 / A321

5400
REAR UPPER SPAR

SIDE PANEL
10
9
8
7
UPPER SPAR
6
LOWER SPAR
5
4
3
V 2500
2
CFM 56
RIB 1
ADAPTOR
FRONT PYRAMID
Figure 67
Convertible Pylon Primary Structure

Page: 133
A319 / A320 / A321

5400
NACELLES
General
The hinged cowls are of composite type of construction with the exception of
the inlet cowl Iip and the exhaust nozzle, which are metallic parts.
( For details see chapter 71 ).
NACELLES / PYLON
PYLON
FRA US / T SeG 01.07.03
Page: 134
A319 / A320 / A321

5400
For example IAE V2500

ENGINE MOUNTS
NACELLES / PYLON
PYLON
CASCADE THRUST
REVERSER
FAN COWLING
AIR INLET
Figure 68
FRA US / T SeG 01.07.03
Engine Nacelles
Page: 135

STABILIZERS
A319 / A320 / A321

5500
ATA 55
STABILIZERS
ELEVATORS
HORIZONTAL STABILIZER
Description
The tailplane is composed of a main box, a removable Ieading edge, rear
shroud panels, two elevators and a tip fairing. The tailplane is of the trimming
type in a range of +4 and l3.5.
The main box structure comprises two boxes with a center kink joint at rib. 1.
The main box is of carbon fibre composite design it has two spars respectively
Iocated at 23% and 52% chord.
The skins are stiffened by 1 section stringers and thirteen solid Iaminate
ribs. The center titanium joint includes a supporting structure in the forward end
for the trunnion nut of the trimming actuator. The ribs n 3 support the fuII Iaminate fittings at the rear spar for the hinge bearings of the tailplane.
The removabie Ieading edge is of carbon fibre skin with nomex reinforcement
supported by solid Iaminated ribs and is divided in three spanwise sections. It
is fitted to the outer top and bottom flanges of the front spar by means of titanium fasteners. The forward portion of the Ieading edge is reinforced for hail
and bird impact protection.
The shrouding aft of the rear spar is manufactured from plastic material
( Nomex core, carbon fibre faced ). Within the shrouds are mounted the carbon
fibre Iaminated elevator hinges, the elevator servos as weII as hydraulic piping
and control Iinkages. In the area that requires periodic maintenance the
shrouding has hinged inspection panels.
The tips of the tailplane are of metal construction. They are bolted to the end
ribs of the tailplane box.
FRA US / T SeG 01.07.02
Description
The elevator is a monolithic box similar in principle to the rudder, composed of
a fuII Iaminated carbon fibre spar and carbon fibre with Nomex core sandwich
panel assembly. The elevator trailing egde is of aluminium sheet material
construction.
Page: 136
STABILIZERS
A319 / A320 / A321

5500
REAR SUPPORT FITTING

( TYP: )
HINGE ARM
( TYP: )
ACCESS PANEL
( TYP. )
ELEVATOR
( TYP. )
STRUCTURE BOX
CENTER JOINT
JACK SCREW
FITTINGS
TIP
3 SECTION
LEADING EDGE
Figure 69
FRA US / T SeG 01.07.02
Horizontal Stabilizer
Page: 137

STABILIZERS
A319 / A320 / A321

5500
VERTICAL STABILIZER ( FIN )
RUDDER
Description
The fin comprises a main box, a removable Ieading edge, rear shrouds, a tip
and single unit rudder.
The fin box is of carbon fibre composite design. It has a front and rear spar and
an additional short centre spar between the fin root and rib 2. This design has
been chosen for fail safety and at Ieast weight.
Both, the Ieft and right hand panels are fabricated from integrated skins, 1 section stringers, spar caps, rib creats and fully Iaminated fuselage attachment
Iugs. The thicknesses of the skins, the stringer flanges and webs are determinated by the stress distributions from the various Ioading 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
Iugs connected to the fuselage fittings by fail safe shear bolts to carry the vertical Ioads and a pair of fail safe transverse rods to carry the Iateral Ioads.
The removable Ieading edge is made in three spanwise sections to ease handling of individual parts and thus replacement procedures. It is of sandwhich
type construction. The front part is reinforced for hail and bird impact protection. The outer fibre Iayer is coated with a speciai paint to prevent erosion and
for static discharge. The Ieading edge section is attached to main box front
spar.
A dorsal fin of glass fibre sandwich construction forms the interface of the fin
Ioading edge to the fuselage contour and provides the continuity of the fin to
fuselage side fairings.
The shrouds aft of the main box rear spar are manufactured from plastic honeycomb material. Rudder hydraulics, control servos, rods and hinge fittings are
located within these shrouds.
The tip of the fin consists of sandwich construction and is bolted to the top rib
of the fin main box.
Description
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 fibre composite faced
material similar to that on the A3l0. It consists mainly of one front spar; two
side panels with integrated leading edge and a top and bottom closing rib.
FRA US / T SeG 01.07.02
Page: 138
STABILIZERS
A319 / A320 / A321

5500
FIN BOX
VERTICAL STABILIZER TIP
LEADING EDGE
RUDDER
DORSAL FIN
TRAILING EDGE
FAIRING
Figure 70
FRA US / T SeG 01.07.02
Vertical Stabilizer
Page: 139
WINDOWS
A319 / A320 / A321

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

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

The laminates are mounted in directly moulded seals which are clamped within
the windshield frames.
The fixed side window assemblies are made of two stretched acrylic laminates.
Each assembly is set in a moulded siliconrubber seal.
The windshields and fixed side windows are chemically strengthened and are
resistant to hail and birdstrike damage. Electrical heating elements give clear
vision in all conditions.
Page: 140
WINDOWS
A319 / A320 / A321

56
Sliding Window ( Typical )

FIXED WINDOW
7 DG2
REAR UPPER BELLCRANK
WINDSHIELDS
3 DG1 3 DG2
FWD UPPER BELLCRANK

CATCH
WINDOW
FRAME
FIXED WINDOW 7 DG1

SLIDING WINDOW 8 DG1
Windshield ( Typical )
PUSHBUTTON
OUTHER FACE
SILIRITE
SEMI - TEMPERED GLASS

HAETING FILM
POLYURETHANE + PVB
CHEMICALLY STRENGTHENED GLASS
ELEC.
CONNEC.
FWD CARRIAGE
POLYURETHANE + PVB
SILICON
SEAL
SPRING
CHEMICALLY STRENGTHENED GLASS
CONTROL
HANDLE
REAR CARRIAGE
PACKER
Figure 71
Cockpit Windows
Page: 141

WINDOWS
A319 / A320 / A321

56
DUMMY WINDOWS
CABIN WINDOWS
The cabin windows are 230 mm ( 9.l in ) wide and 330 mm ( 13 in ) high, and
are fitted between the frames at intervals of 533.4mm ( 21 in ). The Iayout provides excellent visibility for the passengers in aII seating arrangements.Each
window is made with two panes.
Each of the two panes can carry the fuII differential cabin pressure ( fail safe ).
The panes are made of stretched acrylic. Their thickness are 9.5 mm for the
outer and 4 mm for the inner pane.
These panes are mounted in an injection moulded seal and fitted into the
frames by one easily removable retaining ring and six nuts.
Near the bottom of the inner pane, at the center, there is a small vent hole to
equalise the pressure between the panes in normal operating conditions. How
ever; in the event of a failure of the outer pane, the inner pane is capable of
carrying the fuII differential pressure.
Window Frames
The main window frame is made from a drop - forging which has a
T - shaped cross section. To avoid fatigue problems, the window frame is designed on the basis of 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 raiser to ensure a
good fatigue Iife.
- The outer flange is riveted to the structure and has a varying cross section
which gives a good Ioad diffusion characteristic.
- The third flange is a stiffener and carries the fixation elements.
The cabin dummy windows are installed in locations where a cabin window is
blocked with cabin equipment and furnishings, e.g. toilets, galleys, etc.
The dummy window is made up of light alloy plate, spacers and a seal.
The dummy window is attached to the window frame with a retainer, eyebolts
and nuts.
DOOR WINDOWS
The window provides viewing out of the aircraft, from outside the aircraft and
enables the following to be seen:
- cabin pressurized
- escape slide armed.
The window consists of a circular seal, inner and outer acrylic glass panes.
The components of the window are interchangeable.
A hole in the inner pane enables cabin pressure to be maintained in the window.
The window assembly is installed in a frame riveted to the outer skin of the
door. The window is held in position by a retainer bolted to the frame.
Page: 142
WINDOWS
A319 / A320 / A321

56
Dummy Window
Cabin Window ( Typical )
RETAINER
WINDOW
FRAME
WINDOW FRAME
SEAL
OUTER
SPACER
OUTER PANE
OUTER
PLATE
INNER
SPACER
INNER PANE
Door Window
WINDOW FRAME
WINDOW
SEAL
RETAINER
RETAINING RING
Figure 72
Cabin Windows
Page: 143
WINGS
GENERAL
A319 / A320 / A321

57 00
ATA 57
WINGS
GENERAL
Description
The aircraft wing is a continuous structure which goes through the fuselage
between frames 36 and 42. It is made in three parts :
- the center wing box ( zone 140 )
- the left outer wing ( zone 140 )
- the right outer wing ( zone 600 )
The center wing box is part of the fuselage and gives attachment points for the
cantilevered outer wings. Each outer wing has a wing box, leading edges and
trailing edges and a wing tip. The leading edge has attachments for the slats
and the trailing edge has attachments for the main landing gear, aileron, flaps
and spoilers.
A wingtip fence is installed on the wingtip.
Components
The main Component of the wing are :
- The center wing
- the outer wing
- the wing box
- the wing tip
- the leading edge and leading edge devices
- the trailing edge and trailing edge devices
- the aileron
- the spoilers
Center Wing Box
The center section of the wing extends from L / H RIB 1 to R / H RIB 1
across the width of the fuselage between frame 36 and 42 and forms an integral fuel tank.
Center wing box includes :
- the front and rear spar at ( frames 36 and 42 )
- the upper and lower skin panels
- the two main frames ( frames 36 and 42 )
- a set of 54 integral carbon fibre rods
- the left RIB 1 and right RIB 1
the center wing has attachement for the left and right outer wings at the left
FRA US / T SeG 02.07.02
RIB 1 and right RIB . The center wing box has an integral fuel tank. Access to
this fuel tank is through the 2 access doors in the frame 42.
Wing Box
The main structure of each outer wing is the wing box which tapers from the
wing root to the wing tip. Its front and rear spars extend from RIB 1 to
RIB 27. The rear spar is made in three parts and has joints at RIB 6 and RIB
22. The wing box has 27 ribs. The ribs are continuous between the front and
the rear spars. The top surface of the wing box has two skin panels, and the
bottom surface has three panels. Each of the wing panels extends forward of
the front spar and aft of the rear spar.
The leading and the trailing edge structures attach to these projections and to
the front and rear spars. Stringers give strength to the top and the bottom skin
panels.
The wing box makes an integral fuel tank and a vent surge tank. 21 access
panels in the lower skin give access to the fuel tank and the vent surge tank.
The wing box also has attachments for :
- the leading edge and the leading edge devices
- the wing tip and the wingtip fence
- the trailing edge and the trailing edge devices
- the engine mounting pylons
- the main landing gear.
Outer Wing
Each outer wing includes :
- the wing box
- the wing tip
- the leading edge and the leading edge devices
- the trailing edge and the trailing edge devices.
Page: 144
A319 / A320 / A321

57 00
ROOT RB 1
FR 36
CENTER WING
ROOT RB 1
WINGS
GENERAL
LEFT OUTER WING
RIGHT OUTER WING
LEADING EDGE DEVICES
LEADING EDGE DEVICES
SURGE VENT TANK
RIB 22
RIB 27
RIB 27
FR 42
RIB 22
SURGE VENT TANK
REAR SPAR
SPOILER
AILERON
REAR SPAR
FRONT SPAR
FRONT SPAR
TRAILING EDGE DEVICES
TRAILING EDGE DEVICES
Figure 73
FRA US / T SeG 02.07.02
SPOILER
AILERON
Wings
Page: 145
WINGS
GENERAL
57 00
WING COMPONENTS
Wing Tip
The wing tip is installed at Rib 27. The wingtip fence attaches to the outboard
end of the wing tip.
Leading Edge and Leading Edge Devices
The leading edge assembly is forward of the frontspar of the wingbox.
It includes the inboard and the outboard leading edge assemblies and the
top and the bottom panels. The inboard and outboard leading edge assemblies have their D noses and panels installed on ribs which attach to the front
spar.
The holddown devices and the rotary actuators ( for Slat 1 tracks 2 and 3 )
are on other ribs. The leading edge devices are the five slats.
Leading Edge Slats
The leading edge slats are installed on the wing as follows :
- Slat 1 is between RIB 2 and RIB 7
- Slat 5 is between RIB 22 and RIB 27.
A319 / A320 / A321
Trailing Edge and Trailing Edge Devices

The trailing edge structure is aft of the rear spar of the wing box and includes
the inner, mid and outer rear spar trailing edges.
The inner rear spar trailing edge includes :
- the shroud box
- the overwing panel
- the fixed shroud
- the underwing panel.
The mid and outer rear spar trailing edges include :
- the hinge ribs
- the intermediate ribs
- the actuating cylinder brackets
- the top and bottom panels
- the trailing edge support structures.
FRA US / T SeG 02.07.02
The trailing edge devices are :

-the two trailing edge flaps
- the aileron
- the five spoilers.
Trailing Edge Flaps
The inboard and the outboard flaps are installed on the trailing edge of the
wing. The inboard flap is between RIB 1 and RIB 9 and the outboard
flap is between RIB 9 and RIB 22.
On A321 the trailing edge flaps are equiped with tabs.
Aileron
The aileron is installed on the trailing edge of the wing, between RIB 22 and
RIB 27.
Spoilers
There are five spoilers installed on the upper surface of each wing, forward of
the trailing edge flaps. Spoiler 1 is installed between RIB 5 and RIB 9. Spoilers 2 thru 5 are installed between RIB 10 and RIB 22.
Materials
The outer wing main box structure and the slats are made of
high grade aluminium alloys.
The ailerons, flaps, spoilers and fairings are made of Carbon Fiber Reinforced
Plastic ( CFRP ).
Titanium alloys and steel alloys are used where necessary.
Protective Treatment
This is given in Protective Treatment ( Ref. 512100 ).
Paint Coatings
This is given in Paint Coatings ( Ref. 512311 ).
Outer Wing Tank Sealing
The fuel tanks are sealed, while the outer wing is being assembled.
Page: 146
WINGS
GENERAL
A319 / A320 / A321

57 00
SLAT 1
OVERWING PANEL
SHROUD BOX
SLAT 2
SLAT 3
INNER FLAP
MAIN STRUCTURE
FLAP TRACK 2
FAIRING
SPOILER 1
SLAT 4
FLAP TRACK 3
FAIRING
SPOILER 2
SPOILER 3
SLAT 5
FLAP TRACK 4
FAIRING
SPOILER 4
SPOILER 5
AILERON
WING TIP
Figure 74
FRA US / T SeG 02.07.02
Wing Components
Page: 147
WINGS
MAIN STRUCTURE
57 20
MAIN STRUCTURE
The main structure of the outer wing is the wing box, which tapers from wing
root ( RIB 1 ) to wing tip ( RIB 27 ). It also makes the integral fuel tank and
the vent surge tank . Access into the wing box is through theaccess panels in
the bottom skin.
Component Location
The wing box is made of :
- the wing spars ( front and rear )
- the ribs
- the top and bottom skinpanels
- the top and bottom stringers
- the wing root joint.
Attached to the wing box are :
- the fixed partitions ( slat cans )
- the attachment fittings
- the access panels
- the jacking point and the drip fence
A319 / A320 / A321
Wing Box
The wing box makes the integral fuel tank and the vent surge tank.
Sealed inter spar ribs separate these tanks. The primary sealing of the
tanks is made through the mechanical attachment of the structure. Interfay
sealants are used at the tank edges.
Each outer wing fuel tank also has a closed area, made between RIB 1 and
RIB 2, which is a collector cell for the main fuel pumps
On each wing there are two dry bays, which are inboard of the engine,
immediately behind the front spar. The larger of the bays is between ribs
RIB 5 and RIB 6. A short rib, RIB 6B, makes the outboard end of the smaller
bay.
Sealing blocks and seals prevent fuel leakage into the dry bays between
the stringers and the top and bottom skin panels.
Two holes in the front spar give access into the dry bays. They are closed
with closing plates.
FRA US / T SeG 02.07.02
Ribs
There are 27 ribs, machined from aluminum alloy, installed in the wingbox
of each outer wing. Each rib is continuous between the front and rear
spars.
The centerwing to outerwing joint is made at STA 0 / RIB 1, which
closes the center wing box.
RIB 22 and RIB 27 make the other lateral boundaries of the fuel and vent
tanks.
Between RIB 1 and RIB 2 the fuel collector tank is bilt.Rib 2 has two hinged
access doors, which are kept closed with springs (access to collector tank).
On the A319/A320 only the RIB 15 splits the fuel tank into inner- and outer
cell.
Spars
The rear spar is made from three parts. These are the inner, the middle and
the outer sections. Joint plates connect these sections together to make a continuous structure. The joints are made at RIB 6 and RIB 22. The rear spar is
machined to include :
- a horizontal stiffener ( crack retarder )
- vertical web stiffeners
- reinforced holes for the components of the fuel system
- a reinforced jacking point at RIB 9.
The front spar is made as a single piece, to include :
- a horizontal stiffener ( crack retarder )
- vertical web stiffeners
- a reinforced hole at each slat track position
- reinforced holes for the components of the fuel system
- an opening for the build door between STA0 / RIB 1 and STA 700 / RIB 2,
for theinstallation of the outer wing to the centre box.
Top / Bottom Skin Panels
The top and the bottom surfaces of the wing box are made of skin panels
machined from aluminum alloy.
There are two panels on the top skin and three panels on the bottom skin.
To increase their strength, the panels have stringers machined from aluminum
alloy extrusions. Joint straps, made of aluminum alloy, connect the panels. Interference bolts attach the panelsto the ribs and the spars.
Page: 148
WINGS
MAIN STRUCTURE
A319 / A320 / A321

57 20
DRY BAY
STRINGERS
TOP SKIN PANEL 1

TOP SKIN PANEL 2
REAR SPAR
INNER SECTION
TOP SKIN PANEL 2
TOP SKIN PANEL 1
FRONT
SPAR
REAR SPAR
MIDDLE SECTION
REAR
SPAR
BOTTOM SKIN
PANEL 1
REAR SPAR
OUTER SECTION
BOTTOM SKIN
PANEL 3
Figure 75
FRA US / T SeG 02.07.02
BOTTOM SKIN
PANEL 2
STRINGER
Outer Wing Box

Page: 149
WINGS
LEADING EDGE
57 40
57 40 LEADING EDGE AND LEADING EDGE DEVICES

L/E SLATS & TRACKS
Description
The leading edge is forward of the front spar of the wing box, between the
wing root and the wing tip. The leading edge has a fixed structure and five
devices which are movable control surfaces.
Component Location
The fixed structure is between RIB 1 and RIB 27.
The five movable devices are :
- Slat 1, inboard of the engine pylon
- Slats 2 thru 5, outboard of the engine pylon
Leading Edge
The leading edge is a fixed structure of ribs and riblets to which nose skins are
attached. The structure is strengthened by sub spars. The five slats are connected, through the slat tracks, to the fixed structure.
These systems are also installed in the leading edge :
- the drive mechanism for the slats
- the ducting for the engine bleed air
- electrical, hydraulic and pneumatic installations
- the environment protection system, between the wing root and RIB 12
- the ice protection system, which supplies Slats 3 thru 5
A319 / A320 / A321
Slats
The five slats ( slat 1 thru slat 5 ) are edge shaped aluminum alloy structures.
They are extended or retracted to give the correct lift to the aircraft.
The drive system for the slats is electrically controlled. It uses hydraulic power
to turn pinions installed in the fixed leading edge. The movement is transferred
to the slats by racks attached to the slat tracks.
Each slat has a main rivetted structure of top and bottom skin panels and
end ribs. The structure is strengthened by intermediate ribs, a girder and
a top skin stringer. A trailing edge structure closes the aft edge of the
slat and completes the aerodynamic profile. Slat track ribs give attachment
points for the slat tracks.
FRA US / T SeG 02.07.02
Drains
There are drainholes in the lower surface of the wing, to drain the leading edge
and other structures.
There are two sets of drainholes in the lower wing surface to drain liquid
that can collect inside the leading edge.
The drainholes are :
- in some of the leading edge access panels
- in the lower wing skin forward of the front spar.
Single drainholes drain liquid from other areas of the wing structure.
They are :
- in the wing tip structure at the leading edge
- between the two outer manholes
- in the access panels 574BB ( 674BB ) and 574AB ( 674AB ) on each
side of the No. 2 flap track fairing
Slat Track and Dry Bay Drains
The leading edge slat tracks go through holes in the front spar. Track cans
are attached to the front spar and isolate the tracks from the wing fuel tanks.
Liquid from the slat tracks collects in the cans and then flows down drainpipes
to drain holes in the bottom skin.
At track 4 in both wings there is a dry bay and no cans.
Liquidfrom these tracks falls to the bottom skin and then flows out from the
drain holes.
Page: 150
WINGS
LEADING EDGE
A319 / A320 / A321

57 40
SLAT 1
SLAT 2
SLAT 3
SLAT 4
FRONT SPAR
SLAT 5
CAN
A
SLAT EXTENDED
TRACK CAN
DRAIN PIPE
BOTTOM SKIN
PINION
( NOT ON TRACK 1&4 )
TRACK
DRAIN HOHLE
ROLLER
( TYPICAL )
Figure 76
FRA US / T SeG 02.07.02
Leading Edge and Leading Edge Devices

Page: 151
WINGS
TRAILING EDGE
A319 / A320 / A321

57-50
57 50 TRAILING EDGE AND T/E. DEVICES

TRAILING EDGE FLAPS
General
The trailing edge is aft of the rear spar of the wing box, between the wing
root and the wing tip. The trailing edge has a fixed structure and eight
movable control surfaces.
Component Locations
The fixed structure is between RIB 1 and RIB 27. It has
attachments for the movable control surfaces and their drive mechanisms. The
control surfaces are :
- the inboard ( double - slotted ) flap
- the outboard ( double - slotted ) flap
- the aileron
- the spoilers 1 thru 5
A 321 Trailing Edge Devices

There are eight trailing edge devices which are movable control surfaces.
They are :
- the inboard double - slotted flap, the outboard double - slotted flap ( not
shown ), an aileron, the spoilers 1 thru 5.
The trailing edge devices are connected to brackets installed on the
fixed structure. The inboard and outboard flaps are a double - slotted
type, with in set tabs to increase the control surface area. The flaps
are connected together by a Z coupling.
There is an interconnecting strut between the flaps installed.
Trailing Edge Structure

The main components of the trailing edge structure are :
- the overwing and underwing panels
- the fixed shroud and shroud box
- the rear false spar.
The fixed structure also has attachments for the :
- main landing gear
- movable control surfaces
- engine pylon
A 319 / 320 Trailing Edge Devices
There are eight trailing edge devices which are movable control surfaces.
They are :
- inboard flap, outboard flap, an aileron, five spoilers.
The trailing edge devices are connected to brackets installed on the fixed
structure.The inboard flap and the outboard flap are of the fowler type.
Each flap is attached to two carriages. There is an interconnecting strut between the flaps installed.
FRA US / T SeG 02.07.02
Page: 152
WINGS
TRAILING EDGE
A319 / A320 / A321

57-50
MAIN LANDING
GEAR ATTACHMENT
SEAL ASSY
DRIVE TRUNNION
INBD FLAP A321
TRAILING
EDGE
( TYPICAL )
ECCENTRIC
SPHERICAL
BEARING
SPOILER 1
HINGE
FITTING
FLAP TAB
DRIVE STRUT ASSY
TRACK 1
SPOILER 2
HINGE
FITTING
ROTARY ACTUATOR
ATTACHMENT
SHROUD BOX
SPOILER 3
HINGE
FITTING
TRACK 2
SEAL ASSY
DRIVE TRUNNION
SPOILER 4
HINGE
FITTING
SEAL ASSY
DRIVE STRUT ASSY

TRACK 2
FLAP DRIVE 2
BRACKET
INTERCONNECTING
STRUT
TRACK 3
INBD FLAP A319 / 320
SPOILER 5
HINGE
FITTING
( TYPICAL )
FLAP DRIVE 3
BRACKET
TRAILING
EDGE
TRACK 4
DRIVE STRUT ASSY
TRACK 1
FLAP DRIVE 4
BRACKET
ROTARY ACTUATOR
ATTACHMENT
AILERON SUPPORT
STRUCTURE
DRIVE STRUT ASSY
TRACK 2
Figure 77
FRA US / T SeG 02.07.02
SEAL ASSY
Trailing Edge and T/E Devices

Page: 153
WINGS
AILERONS
A319 / A320 / A321

57 60
57 60 AILERONS
GENERAL
Description
The aileron is installed on the fixed structure of the trailing edge. It is
connected to the outer rear spar between RIB 22 and RIB 27.
The aileron is controlled up or down to control roll. Also spoilers 2 thru 5 extends or retracts to control roll.
The aileron drive mechanism is electrically controlled and uses hydraulic power
to move the control surface.
The aileron is a wedge - shaped structure and has these resin impregnated
carbon fiber components :
- inboard and outboard end ribs
- Internal ribs
- top and bottom skins, with honeycomb cores
- spar.
The top and bottom skins and the end ribs of the aileron make a wedge - shaped stucture.
It is strengthened by the internal ribs and the spar. Seven machined aluminum
alloy brackets are attached to the spar.
Two of the brackets connect to actuators which are installed on the fixed
structure of the trailing edge. The other five are hinge brackets.
Also attached to the spar are aluminum alloy diaphragms and plate seals,
which make a smoother air flow around the aileron.
There are two inspection holes in the spar.
On the ends of the aileron there are silicon rubber seals attached to the top
and bottom skins. Four static dischargers and retainers are mounted at the
trailing edge of the aileron. Gaps between the aft edges of the ribs and the
channel help the aileron to drain.
FRA US / T SeG 02.07.02
Page: 154
WINGS
AILERONS
A319 / A320 / A321

57 60
TYPICAL SECTION
TOP SEAL
TOP SKIN
C
CHANNEL
INBOARD
END RIB
BOTTOM SEAL
RIBS
HONEYCOMB
CORE
DRAINAGE
PATH
TRAILING EDGE
WEDGE
TOP SKIN
HINGE
BRACKET
STATIC DISCHARGERS
HINGE
BRACKET
SPAR
JACK BRACKETS
BOTTOM SKIN
HINGE
BRACKETS
OUTBOARD
END RIB
Figure 78
FRA US / T SeG 02.07.02
Aileron
Page: 155
WINGS
SPOILERS
A319 / A320 / A321

57 70
57 70 SPOILERS
GENERAL
General
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the rear false spar, inboard of the kink position.
Spoilers 2 thru 5 are connected to the middle and outer sections of the rear
spar, outboard of the kink position.
The spoilers are extended or retracted for these functions :
- roll function
- speedbrake function
- ground spoiler function.
The drive mechanism of the spoilers is electrically controlled
and uses hydraulic power to extend or retract the spoiler surfaces
The spoilers are wedge - shaped structures. They have carbon fibre top and
bottom skins, sides and a trailing edge profile, bonded to a honeycomb core.
They are connected by aluminum alloy attachment fittings and hinges to the
rear spar and rear false spar.
FRA US / T SeG 02.07.02
Page: 156
WINGS
SPOILERS
A319 / A320 / A321

57 70
A 319 / 320
A 321
RUBBING STRIP
HONEYCOMB
CORE
TRAILING EDGE
PROFILE
INBOARD HINGE
ACTUATOR
ATTACHMENT
FITTING
CENTER
HINGE
OUTBOARD HINGE
Figure 79
FRA US / T SeG 02.07.02
Spoilers
Page: 157

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125 129 127