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09-00 General
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
01 Aircraft General
01-00 General
Figure 1: Dimensions A318
31,44 m
103 ft 2 in
12,56 m
41 ft 2 in
10,252 m
33 ft 8 in
34,10 m
111 ft 10 in
12,45 m
40 ft 10 in
7,59 m
24 ft 11 in
Span 34.10m
Length 33.84m
Height 11.76m
A320Span 34.10m
Length 37.57m
Height 11.76m
Fuselage diameter 3.96m
A321Span 34.10m
Length 44.51m
Height 11.76m
Fuselage diameter 3.96m
05-00 General
Overview
This chapter includes the following sections:
• 05-20-00: SCHEDULED MAINTENANCE CHECKS
• 05-50-00: UNSCHEDULED MAINTENANCE CHECKS
General A leak is the quantity of fluid that comes out of a component that is sufficient to
become a drop or drops, or will possibly become a drop (approximately 20 drops
This section gives information related to the unscheduled maintenance checks: = 1 cc, 75600 drops = 1 gallon).
• inspection/checks after the aircraft has gone through special or abnormal con- A leakage is a quantity of fluid on the surface of a component that is not sufficient
ditions (Ref. ATA 05-51), explained to become a drop.
• pressurization test of fuselage (leakage checks) after A/C abnormal operation A stain is an area on the surface of a component that has a different color. It is
or repair (Ref. ATA 05-53), usually caused when fluid leakage becomes dry on the component surface after
• demagnetization of the external parts of the frames of the windshield and slid- high temperature operation.
ing windows (Ref. ATA 05-54),
• levelling and measurement after aircraft abnormal operation (Ref. ATA 05-56), Standard Practices
• aircraft stability (Ref. ATA 05-57), explained For a correct analysis of component leak rates and leakage checks, you must
• requirements of non-revenue flight following maintenance actions (Ref. ATA obey the subsequent steps:
05-59). 1. Before you do a check on a hydraulic system that has not operated during its
time in storage, you must:
Fluid Leak Measurement - Maintenance Practices – pressurize the system and operate the components
– remove all the signs of hydraulic fluid and clean the surface of the compo-
This task gives you all the fluid leak measurement procedures for flight controls, nent.
fuel, hydraulic, landing gear, cargo door and power plant systems.
2. Hydraulic tube connections seal when you force the metal-to-metal surfaces of
Measurement of Leaks the component parts together. If you find a leak at a hydraulic tube connection,
you must tighten the nut to the specified torque. If the leak continues, you must
1. Measurement of hydraulic system leaks 29-00-00-790-001. replace the defective components.
2. Measurement of flight control system leaks 29-00-00-790-001. 3. If possible, operate the components for some cycles before you do an external
3. Measurement of fuel system leaks 28-11-00-280-002. leak check.
4. Measurement of landing gear system leaks 29-00-00-790-001. 4. Do a check of the dynamic seals of pistons, slide valves and swivel joints with
5. Measurement of cargo door system leaks 29-00-00-790-001. the system pressurized, but do not operate the components. The dynamic
6. Measurement of power plant system leaks: seals move only with a short time interval, and some cannot easily be moni-
71-00-00-790-002/005, tored when they operate.
73-11-50-360-002 and
79-00-00-210-003. Preparation for Check
The following example describes a hydraulic leak inspection: If the component has a seal drain connection, disconnect the drain pipe from it.
Make sure that the surface of the component is clean and that you remove all the
Check of the External Leaks of the Hydraulic Components hydraulic fluid and the fluid stains.
Reason for the Job is to make sure that the external leaks, leakage or stains of the Put a piece of cloth or paper below the component, to absorb the fluid. Make sure
hydraulic components are in the specified limits. that it does not touch parts which turn or move.
The definitions of the terms used in this procedure are:
Procedure
Pressurize the necessary hydraulic systems
If it is necessary to do a check of the external leaks of the engine driven pumps,
do an engine run of the applicable engine 71-00-00.
Inspections 05-51-34 Inspection After Engine Windmilling (After Engine In-Flight Shut-
down)
05-51-00 Inspections
05-51-41 Inspection After Overweight Taxiing
05-51-11 Inspections After Hard/Overweight Landing
05-51-42 Inspection After Very High Winds on Ground
05-51-12 Inspection After Landing Gear Down Limiting Speed Exceeded
05-51-43 Inspections After Work on System Electrical Installation
05-51-13 Inspection After Flap/Slat Limiting Speed Exceeded
05-51-45 Inspection After Flight In Severe Icing Conditions
05-51-14 Inspection of Airframe After Bird or Hail Strike
05-51-24 Inspection After Leaving Runway or Taxiway 72-00-00-200-009 Off-Schedule Vane Replacement
05-51-25 Inspection After Flight Through Dust Storm/Volcanic ASH or 72-00-00-200-025 Over-Serviceable-Limit Extensions
Severe Conditions on Ground
72-00-00-200-025-01 Over-Serviceable-Limit Extensions
05-51-26 Inspection After Engine Failure
72-00-00-200-026 Inspection/Check of the PS3 Line
05-51-27 Inspection After Impact on Engine Cowls
72-00-00-200-028 Visual Inspection of the Fan Section after Engine
05-51-28 Procedure After Fluid Spillage Operation in Severe Icing Condition
05-51-29 Inspection After Abnormal Pax/Crew Door Movement 72-00-00-280-002 Monitor the Engine EGT for Possible Engine Perform-
ance Deterioration
05-51-31 Inspection After Significant MLG Vibration at Touch-down
Description and Operation Phase 2: is a more detailed inspection and is mainly internal. Some component
removal may be called up.
General Phase 3: is a very detailed inspection involving component removal and strip
This section contains those inspections that are necessary after an incident or down.
flight in abnormal conditions and will, in most cases, be called for as a result of If the Phase 1 inspection reveals no damage, no further examination is necessary.
flight crew report.
If Phase 1 reveals damage then Phase 2 must be accomplished.
Inspection Coverage If Phase 2 reveals damage then Phase 3 must be accomplished.
It is not possible to lay down precise details of the inspection procedure to adopted The layout of the inspection form has been arranged as follows:
after every incident because of the wide variations of weight, speed, nature and
direction of loads, weather conditions and component failure patterns. Therefore Columns INSP. CODE and INSP. SIGN are provided for use by the operators,
these inspections have been written for the worst possible case. In order to gain they wish to use them, for inspection intensity code and accomplishment signa-
an indication of the severity of the incident and to facilitate rapid location of primary ture. The forms may thus be photo-copied, used as work cards and then filed with
damage it is essential that full information is obtained from the flight crew. There- the aircraft technical record on completion. Figure 1 on page 4.
fore prior to starting an inspection consult the crew and ascertain details of:
• Weather conditions
• Aircraft speed and flight attitude
• Aircraft weight and fuel distribution
• In landing mode, if touchdown was straight, drifting, wing low, nose high or low
• If any noise of impact or indicative of structure or component failure was heard
• Relevant instrument indications
Printout of the maintenance data recorder tape will provide valuable additional
data and indication of system malfunction.
Inspection Sequence
To permit simultaneous inspection of several areas of the aircraft the inspection
has been divided into a number of “Packages”.
For example: “Inspection after Hail Impact” requires on Phase 1 a complete air-
frame external check. Therefore this is divided into four major zones: fuselage,
wings, nacelles/pylons and stabilizers. These major zones are further divided into
smaller zones or major components.
The small zones are then broken down into items, which can be individually signed
off as inspection is completed.
The inspections are divided into three phases:
Phase 1: is a general inspection for primary damage and indication of remote
damage and is mainly external.
General 1
2
3 Lines
3 free programmable
The AIDS Reports are results of the related AIDS monitored aircraft systems (refer 4
TRIGGER CODE
to the list below for the list of reports which are available). The reports can be re- 5 per report
6
quested manually or are started automatically. The monitor functions have fixed 7 A3XX LOAD REPORT 15
trigger mechanisms, fixed data collection and output formatting. Collected moni- 8
9 A/C ID DATE UTC FROM TO FLT
tored-aircraft-data is automatically supplied to the related systems during unusual 10 CC XXXXXX AAA99 999999 AAAA AAAA 9999
11
aircraft operation. If a report is requested manually with the remote print button, it 12 PH CNT CODE BLEED STATUS APU
AIRBUS HEADER
automatically generated reports (stored in the SSMM) can be transferred to the 15 TAT ALT CAS MN GW CG DMU/SW
16 CE X999 X9999 999 999 9999 999 XXXXXX LINE EC: ENGINE 1
printer and/or the MDDU, and/or the ACARS and/or the DAR/SAR. Some param- 17 LINE EE: ENGINE 2
eters for customer requirements are re-programable through the MCDU or by 18 ESN EMRS AP FLAP SLAT
LINE EC: SYSTEM 1
19 EC 999999 99999 99 X999 X999
GSE (For more information refer to 31-36-00). 20 EE 999999 99999 99 X999 X999 LINE EE: SYSTEM 2
21
These load AIDS report is available: 22 LIMIT EXCEEDANCE AND SPOILER EXT SUMMARY LINE EC: AP1
23 LINE EE: AP2
• <15> Load Report. 24 MAX LIM COUNTS
25 E1 X999 X999 999 999 999 999 999 MAX VALUE OF THE EXCEEDED
The list that follows shows the trigger codes and the event that causes the print- 26
27 REASON : XXXXXXXXXXXX
PARAMETER, LIMIT AND SPOILER EXT SUMMARY
REASON OF EXCEEDANCE
out of the load report during a hard/overweight landing: 28
29 VALUES AT Y15.0 SEC BEFORE LAND/EVENT
• 4100: Excessive Radio Altitude Rate (RALR) 30
31 RALT RALR PTCH PTCR ROLL ROLR YAW
• 4400: Excessive Body Normal Acceleration (VRTA) (compared to the limit at 32 S1 X999 X999 X999 X999 X999 X999 X999 VALUES AT "Y15.0" SECONDS BEFORE EVENT
landing) - during +/- 0.5 seconds before and after landing 33
34 VALUES AT LAND/EVENT
• 4500: Excessive Body Normal Acceleration (VRTA) (compared to the limit at 35
36 S2 X999 X999 X999 X999 X999 X999 X999 PARAMETERS AT EVENT
landing with bounce) - during +/- 0.5 seconds at landing (VRTA > VRTAL1.2) 37
38 MAX/MIN Y15.1 SEC TO Y15.2 SEC INTERVAL
or at bounce (VRTA > VRTAL1.3) 39 MAX VALUE DURING "Y15.1" SECONDS PRE-EVENT
40 VRTA LONA LATA AND "Y15.2" SECONDS POST-EVENT INTERVAL
• 4800: Excessive Gross Weight (GW) (compared to Radio Altitude Rate (RALR) 41 S3 X999 X999 X999
- at dataset time at landing 42 S4 X999 X999 X999 MIN VALUE DURING "Y15.1" SECONDS PRE-EVENT
43 AND "Y15.2" SECONDS POST-EVENT INTERVAL
• 4900: Excessive Gross Weight (GW) - compared to Body Normal Acceleration 44 VALUES AT Y15.3 SEC BEFORE BOUNCED
45
(VRTA) - during +/- 0.5 seconds before and after landing. 46 RALT RALR PTCH PTCR ROLL ROLR YAW
47 T1 X999 X999 X999 X999 X999 X999 X999 VALUES AT "Y15.3" SECONDS BEFORE BOUNCE
If you are not sure that the load report values are correct, do a download of the 48
49 VALUES AT BOUNCED
DFDR data (Ref. AMM TASK 31-33-00-710-009) and a DFDR data analysis to 50
make sure that the values are correct. 51 T2 X999 X999 X999 X999 X999 X999 X999 PARAMETERS AT BOUNCE
52
53 MAX/MIN Y15.4 SEC TO Y15.5 SEC INTERVAL
54 MAX VALUE DURING "Y15.4" SECONDS PRE-BOUNCE
55 VRTA LONA LATA AND "Y15.5" SECONDS POST-BOUNCE INTERVAL
56 T3 X999 X999 X999
57 T4 X999 X999 X999 MIN VALUE DURING "Y15.4" SECONDS PRE-BOUNCE
AND "Y15.5" SECONDS POST-BOUNCE INTERVAL
REASON: RAL
360
VALUES AT 1 SEC BEFORE LAND/EVENT
RALT RALR PTCH PTCR ROLL ROLR YAW
S1 0012 N128 0021 N003 N002 0017 0004
VALUES AT LAND/EVENT
S2 N000 N146 0027 N032 N003 N003 0011
DO THE INSPECTION
Hard/Overweight Landing (POST SB 31-1111) a vertical acceleration (VertG) equal to or more than 2.6 g at aircraft
Center of Gravity (CG) or,
TASK 05-51-11-200-004-A a vertical speed (Vs) equal to or more than 13 ft/s.
Inspection After Hard/Overweight Landing for Aircraft with Enhanced DMU/ e) High pitch-rate landing
FDIMU Load Report 15 • A high pitch-rate landing is a landing during which the pitch rate is more
1. Reason for the Job than 10 Deg/sec.
After a flight crew report of a hard/overweight landing, you must do the inspec- • Hard/overweight landing confirmation
tions that follow before the subsequent flight. a) It is the responsibility of the flight crew to make a report if they think there
2. Job Set-up was a hard/overweight landing.
Subtask 05-51-11-210-090 b) After a crew report of a hard/overweight landing, you must confirm the im-
pact parameters to know the category of the landing.
Hard/Overweight Landing Inspection Requirements
• To know this, refer to:
Definitions
the DMU load report 15, or
There are several categories of hard/overweight landing: the FDRS read out.
• Hard landing c) When you know the category of the landing, you must do the inspections for
a) A hard landing is a landing with an aircraft weight less than the Maximum that category.
landing Weight (MLW) and: If you cannot comfirm the impact parameter values with the DMU or the
• a vertical acceleration (VertG) equal to or more than 2.6 g and less than FDRS, you must do the inspection with the steps for a severe hard/over-
2.86 g at aircraft Center of Gravity (CG) or, weight landing.
• a vertical speed (Vs) equal to or more than 10 ft/s and less than 14 ft/s. • Inspection preparation
b) Severe hard landing a) Make sure that you know the category of landing (hard/overweight or se-
• A severe hard landing is a landing with an aircraft weight less than the vere hard/overweight landing).
Maximum landing Weight (MLW) and: If you do not know the category of landing, do the inspection with the
a vertical acceleration (VertG) equal to or more than 2.86 g at aircraft steps for a severe hard/overweight landing.
Center of Gravity (CG) or,
a vertical speed (Vs) equal to or more than 14 ft/s. b) We recommend that you get information from the flight crew about the land-
c) Overweight landing ing conditions, e.g.:
• An overweight landing is a landing with an aircraft weight more than the • touch down straight, drifting, wing low, tail or nose heavy,
Maximum landing Weight (MLW) and: • touch down on main gears or on main and nose gears or high pitch rate
a vertical acceleration (VertG) equal to or more than 1.7 g and less on nose gear,
than 2.6 g at aircraft Center of Gravity (CG) or, After a hard/overweight landing, 3 touchdown configurations are possi-
a vertical speed (Vs) equal to or more than 6 ft/s and less than 13 ft/s. ble:
d) Severe overweight landing hard touchdown on main gears only:
• A severe overweight landing is a landing with an aircraft weight more The inspection of the nose gear area is not necessary.
than the Maximum landing Weight (MLW) and: hard touchdown on nose gear only (high pitch-rate):
Only the inspection of the nose gear area is necessary.
hard touchdown on nose and main gears: Figure 3: Load Report - Flow Chart
The full inspection is necessary.
• weight of the aircraft,
• quantity of fuel in each tank, LOAD REPORT
• instrument indications, 15
NO MORE STEPS DO THE INSPECTION WITH STEPS DO THE INSPECTION WITH STEPS FOR
FOR HARD/OVERWEIGHT LANDING SEVERE HARD/OVERWEIGHT LANDING
YES
NO MORE STEPS DO THE INSPECTION WITH STEPS DO THE INSPECTION WITH STEPS FOR
FOR HARD/OVERWEIGHT LANDING SEVERE HARD/OVERWEIGHT LANDING
Operators can refer to the Non-destructive Testing Manual (NTM) and use Figure 5: Lightning Strike Inspection Areas
non-destructive procedures.
Aircraft Structure - Critical Areas Do a walk around inspection of the aircraft. Make sure that you cannot see dam-
General Inspection age and fluid leaks. Carefully examine the landing gears, the wheels, the tires and
the brake units.
Check of the Aircraft Stability on Ground This procedure is applicable to these aircraft configurations, each of which has a
related diagram:
The tip up position is a function of aircraft weight, CG and attitude due to the incli-
nation of the landing gear strut. • diagram for aircraft on wheels, on dry ground,
• diagram for aircraft on wheels, on wet ground,
In practice, the theoretical tip up CG position is considered to be at an aircraft CG
of 57% RC, H-arm = 20.192m (794.95in). • diagram for aircraft on jacks,
• diagram for aircraft on forward jack or on nose wheel jack,
Use the method that follows to do graphical checks of the aircraft stability.
• diagram for aircraft on one main gear wheel jack,
The stability graphs for aircraft on wheels (on dry or wet ground) in this pro- • diagram for aircraft jacked at main and nose gears for wheel change.
cedure are applicable to a parked or towed aircraft.
The same procedure is applicable in all the above configurations.
With the stability graphs (A/C on wheels) in this procedure, you can do a check of
shifting or tipping stability limits. Do this if it is necessary to know only one such
limit (towing, for example).
Example
You can also calculate the ballast necessary for aircraft stability in unfavourable
conditions in the configurations that follow: The following diagram related to aircraft on wheels on dry ground is an example.
• aircraft with 2 engines Check the aircraft stability, aircraft with two engines installed:
• 1 or the 2 engines removed • without crew
• engine re-installation. • without galleys
• without pallets and containers.
Aircraft Maintenance Configuration For example, make a plot of point A on the chart from these coordinates:
Make sure that the flaps, the slats, the spoilers, the speed brakes and the thrust • Weight: 46600 kg (102735.3852 lb)
reversers are retracted.
• CG: 24%.
Make sure that the THS is set to neutral.
In these conditions, the aircraft will be safe in winds up to
Procedure 55 kts (102 km/h).
If necessary, install the ballast: Check the aircraft stability after removal of two engines.
• in the forward compartment 1. From point A, make a horizontal line: this cuts across the weight axis at point B.
• at the pax/crew door No 1. 2. From this point B, subtract the weight of the two removed engines 7000 kg
(15432.3540 lb) approx. to get point B'.
You can also refuel two wing tanks to put the aircraft back into balance. In this
3. From point A, make a vertical line: this cuts across one division of the “removed
case, add the weight of the fuel to the aircraft weight.
engine” scale at point C.
Before you put ballast on the aircraft, make sure that you obey the limits. 4. Make a line across two divisions on this scale (1 division for each engine) to
get point C'.
– maximum weight of section 11 5. From point C', make a vertical line and from point B', make a horizontal line:
– maximum loads on cabin floor these two lines cut at point D. For this point, the diagram gives these values:
– maximum load on jacking points. – Aircraft weight: 39600 kg (87303.0312 lb)
– CG: 35.5%
80
75
60
55
50
46600 kg A B
CG: 24%
45 removed 2ea engines
7000kg / 7 units
40 H D F
B'
35
8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 CG %RC
C C'
E E'
IN FWD COMPARTMENT
BALLAST ON SECTION 11 - 500 kg PER DIVISION
J G
BALLAST AT CABIN DOOR N∞ 1 - 500 kg PER DIVISION
Non-Revenue Flight
Requirements Following Maintenance Actions
General
Non-revenue flight following maintenance actions are not required by AIRBUS ex-
cept for actions involving items that cannot be properly ground tested to verify that
the aircraft's operational characteristics have not been adversly affected. Service
experience has shown that a non-revenue flight is good practice following actions
or repairs which could affect the aircraft's inherent aerodynamic characteristics.
Operators Regulatory Authority may require non-revenue flights following
certain maintenance actions.
Engine Replacement
Replacement or reinstallation of both engines does not require a non-revenue
flight providing the engines have been successfully shop tested prior to installa-
tion, properly installed and successfully ground tested in accordance with all ap-
plicable maintenance instructions. However, owing to the number of different
interfaces concerned, AIRBUS recommends that a non-revenue flight be carried
out after changing or installing both engines to check that no double maintenance
induced faults have been introduced.
06-00 General
General
Description
This chapter defines:
• Zoning see 06 - 20
• Stations see 06 - 30
Aircraft Dimension Presentation 1. fuselage shrink by 4.5 frames (FR) (94 in or 2.38 m)
The A318 is a twin-engined short/medium range aircraft. It is a member of the 2. width reduction of forward and aft cargo doors (from 71.5 in to 50.5 in)
A320 family.The A318 is a reduced capacity variant of the A319.The major chang- 3. fin tip extension to cope with lateral stability
es of the A318 compared to the current A319 are: 4. passenger capacity reduced to 107 seats in two-class seating.
Figure 1: Dimensions A318
31,44 m
103 ft 2 in
12,56 m
41 ft 2 in
10,252 m
33 ft 8 in
34,10 m
111 ft 10 in
12,45 m
40 ft 10 in
7,59 m
24 ft 11 in
Span 34.10m
Length 33.84m
Height 11.76m
A320Span 34.10m
Length 37.57m
Height 11.76m
Fuselage diameter 3.96m
A321Span 34.10m
Length 44.51m
Height 11.81m
Fuselage diameter 3.96m
Coordinate System
For measurements and location of components within the fuselage of the A 320
Family a metrical coordination system is in use. It exists of three datum lines:
• ”Y” means lateral distances from any point to aircraft center line
” Y 0 ” is a vertical plane over the center line
” + Y ” is a plane left hand from ” Y 0 ” in flight direction
” – Y ” is a plane right hand from ” Y 0 ” in flight direction
• ”Z” means a horizontal distance from any point to the aircraft center line
” Z 0 ” is a horizontal plane over the center line
” + Z ” is a plane above the center line
” – Z ” is a plane below the center line
06-20 Zoning
Major Zones • 100 Lower half of the fuselage to aft pressure bulkhead
• 200 Upper half of the fuselage to aft pressure bulkhead
The aircraft is divided into zones as follows: • 300 Stabilizers
• the major zones • 400 Nacelles
• the major sub zones • 500 Left hand Wing
• the unit zones • 600 Right hand Wing
Eight major zones are identifided by the hundreds as follows: • 700 Landing gear
• 800 Doors
600 500
300
Zones Numbers the A/C, while odd numbers identify the zones on the LH side of the A/C. The sub-
There are 8 major zones for the A/C. Each major zone is identified by the first digit zone 320 identifies the vertical stabilizer.
of a three digits number. The even numbers identify the zones on the RH side of
Figure 4: Zones Numbers
06-30 Stations
Stations (STA) Stations and frames for A 319 / A321 see AMM.
This section gives the Stations and their related frames or ribs.
The stations (STA) are shown in millimeters, measured from station ” 0 ”, which is Stringers are numbered 1-43 LH & RH therefore, if identifying a particular
2540 mm before the RADOME. stringer, you must state if it is LH & RH.
The station designation system is used to identify reference planes and points Figure 1: Stringer Arrangement
along those planes, providing a means of identifying the location of structure, cent-
er of gravity, and the distribution of weight.
Y-1975
A station corresponds to a cross section (plane) for a given assembly group, as Y 1975
11 / 12 Nose Fuselage 0 - 24
13 / 14 Forward Fuselage 24 – 35
15 Center Fuselage 35 – 47
16 / 17 Aft Fuselage 47 – 65
Z-2166
18 Aft Fuselage 64 – 70
19 Forward Tailcone 70 – 77
STA0/RIB 1 WY Z320
A
STA700/RIB 2
STA1406/RIB 3
STA1957/RIB 4
STA2580/RIB 5
STA3059/RIB 6
STA3601/RIB 6B
STA3758/RIB 7
STA4067/RIB 8
STA4862/RIB 9
STA5512/RIB 10
STA6132/RIB 11 STA5605/RIB11
STA6699/RIB 12 A
STA7316/RIB 13 STA4869/RIB10
STA7792/RIB 14
STA8268/RIB 15 STA4132/RIB9
STA8744/RIB 16
STA9235/RIB 17 STA3559/RIB8
STA9704/RIB 18
STA2985/RIB7
STA10204/RIB 19
STA2632/RIB6
STA10729/RIB 20
STA2279/RIB5
STA11198/RIB 21
STA11664/RIB 22 STA1926/RIB4
STA12277/RIB 23
STA1353/RIB3
STA12870/RIB 24
NOTE:
STA13464/RIB 25 STA780/RIB2
STATION REFERENCES GIVEN, APPLY TO THE
INTERSECTION OF THE RIB WITH THE
DATUM LINE OF THE FRONT SPAR, STA14057/RIB 26
MEASURED AT 90 DEG TO RIB 1 STA48/RIB1
MEASURED AT 90 DEG TO RIB 1 STA14459/RIB 27
CL
ENGINE
CL
ENGINE
STA9278/RIB15
STA9076/RIB14
STA8874/RIB13
STA8672/RIB12
STA8370/RIB11
A318/A319/A320/A321
STA7833/RIB8
RIB7A STA7611/RIB7
Xm0
STA3899/RIB00
Figure 5: Pylon and Nacelle Stations
Xm0
Sep08/Technical Training
Copyright by SRTechnics
Training Manual Dimension and Areas
A318/A319/A320/A321 06-30 Stations
Section Numbers
The fuselage is divided into various sections for manufactoring reasons. Each ma- • Fuselage 10 thru 19.1 (shown)
jor part of the aircraft, corresponding to the production sharing receives a section
number. • Wing 20
• Vertical Stabilizer 30
• Horizontal Stabilizer 35
• Engine 40
• Landing Gear 50
• Belly Fairing 60
Station Numbers
Fuselage
The STAtion number is the distance in centimeters of a cross-section from a ref-
erence point. The station/frame numbers shown agree with the section bounda-
ries.
Vertical Stabilizer There is a new spar and a new Carbon Fiber Reinforced Plastic (CFRP) adaptor
box, between the fin base and the fin tip.The metallic rudder tip is longer by 100
Compared with the current aircraft of the A320 family, the A318 vertical stabilizer
mm in vertical direction. The rudder trailing edge is increased in width by 50 mm.
fin tip is longer by 750 mm. The new developed tip is completely made of Glass
Fiber Reinforced Plastic (GFRP). There is an additional fin leading edge panel.
Figure 8: Vertical Stabilizer Structure
06-40 Access
Access Panels and Doors In case all letters of the alphabet have been used, panels are identified as follows.
All access panels and doors are provided with an identification system. • the letter ”A” is still the identification letter
• location letters than are
The identification code exist of three figure to identify the zone and two letters to
clarify the position. U Top (upper surface)
• The first or identification letter identifies the door (panel) in a logical sequence, D Bottom (lower surface)
i. e. P Left
– from the inside to the outside, or
S Right
– from the forward to aft.
G Floor Panel
The first identification letter is an ”A” for each zone.
• The second or location letter, gives the location of the door (panel) on the air- X Sidewall panel
craft if necessary. Y Ceiling Panel
T Top (upper surface) :
B Bottom (lower surface)
L Left • The letters I and O are not used.
R Right • 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
Z Internal zone in itself.
F Floor Panel • Doors along the aircraft center line have the left side zone number.
W Sidewall panel • For more rules see AMM 06 - 40 - 00
C Ceiling Panel EXAMPLE of the identification of an access door 121AL and 191AT:
A
A FR9
FR8
FR7 FR11
FR5 FR12
FR3 FR13
FR1 FR15
FR16
FR20
110AL
FR24A
811
121AL
812
07-00 Jacking
Jacking the A320
You must lift the aircraft at three points on the structure with three hydraulic jacks.
One point is under the forward fuselage at FR9. The two other points are under
the wings at the Ribs 9. When the aircraft is on the jacks, put a safety stay between
FR73 and 74. This prevents any accidental movement of the aircraft. You must not
use the safety stay to lift the aircraft. You can lift the aircraft with jacks when the
tires and the shock absorbers are deflated. You can lift the aircraft at the forward
jacking point only, with the wheels of the main landing gear on the ground, make
sure parking brake is released.
• Before you lift the aircraft with jacks make sure that the weight of fuel is applied
equally on the two sides of the aircraft centerline.
• Make sure that the aircraft is stable before you lift it with jacks.
• You must not lift the aircraft with the safety stay.
• Before you lift or you lower the aircraft make sure that there is no equipment
adjacent to it (that can cause damage).
• Make sure that no other work is being done.
• Remove the safety jack before doing landing gear retraction tests.
• If aircraft is powered while jacked, carry out task:
Flight configuration precautions with electrical power, (32-00-00 - 860-001)
and
Configuration of avionics compartment ventilation system (21-26-00-860-
001)
MAN Ref: 07-11-00-582-002
If jacking the aircraft for a wheel change, the axle jack must be installed from
the rear, if a weight & balance system is installed on the aircraft.
Jacking Point
FR73
FR74
RIB9
FR8
Safety Jack
Jacking Point
FR8
FR9 B A
RIB9
LOWER SURFACE
A
B 1
Clean dowel holes in wing LWR skin prior to fitting jacking pad. Pad may be
difficult to remove.
08-00 General
General
This chapter covers the following operations:
• WEIGHING AND BALANCING
• LEVELING
Aircraft Weights
Weighing of Aircraft
Aircraft operated under part 125 are required to be weighed at least once every
36-calendar months. Both the operator/applicant’s OpSpecs and manual must re-
flect this requirement.
25% RC
Z
18.850 m
17.8015 m 4.1935 m
2.738 m
0% 100%
2.540 m
7.000 m
5.073 m 12.6395 m
0 X
Y
0
H-arm – 17.8015
%RC = -----------------------------------------
0.041935
Preparation 3. Retract the slats (Ref. AMM TASK 27-80-00-866-005) or (Ref. AMM TASK
This procedure gives data to find the operating empty weight of the aircraft and to 27-80-00-866-008).
calculate the center of gravity. 4. Make sure that all flight control surfaces are in the neutral position.
You can do this operation with the shock absorbers and the tires deflated. 5. Externally and internally examine the aircraft to make sure that all the weighing
conditions are correct (galley equipmemt, ground power units connected, etc.).
Defueling the Aircraft
To get accurate results, we recommend to weigh the aircraft on a level area
1. Fully defuel the aircraft incl. sump drains for the weight and balance procedure
in a hangar with: WBM 1-20-07.
• the hangar doors and windows closed.
Close Access
• the hangar heating, air conditioning and ventilation systems stopped.
1. Close the NLG doors if opened (Ref. AMM TASK 32-22-00-410-001).
Wind and air flows prevent accurate results.
2. Close the MLG doors if opened (Ref. AMM TASK 32-12-00-410-001).
Check of the Fluid Levels 3. Close the doors of aft and forward cargo compartments if opened (Ref. AMM
1. Do a check of the engine oil level and refill if necessary (Ref. AMM TASK 12- TASK 52-30-00-860-002).
13-79-610-002). 4. Close all the access doors/panels if opened.
2. Do a check of the APU oil level and refill if necessary (Ref. AMM TASK 12-13-
5. Close the passenger/crew doors (Ref. AMM TASK 52-10-00-410-001).
49-612-001).
3. Do a check of the hydraulic fluid level in the systems (Ref. AMM TASK 29-30- Aircraft Maintenance Configuration
00-200-002) and refill if necessary (Ref. AMM TASK 12-12-29-611-001) or 1. Release the brakes.
(Ref. AMM TASK 12-12-29-611-002). You can weigh the aircraft with:
4. Do a check of the IDG oil level and refill if necessary (Ref. AMM TASK 12-13- • the aircraft on jacks
24-612-041). • the aircraft on its wheels
5. Make sure that all the fire extinguishers, oxygen masks and safety belts are in • the aircraft on landing gear jacks
position.
2. Weigh the aircraft on its wheels and calculate the position of the center of grav-
Check of the Pressure of the MLG and NLG Shock Absorbers and Check of ity.
the Tire Pressure a) Refer to the Weight and Balance Manual to weigh the aircraft and calculate
1. Make sure that the pressure of the shock absorbers is correct: the position of the center of gravity WBM 1-80-05.
– for the MLG
– for the NLG
2. Make sure that the tire pressure is correct (Ref. AMM TASK 32-41-00-210-
003).
Removal of Compoments
1. Remove all tools and protection devices from the aircraft.
Aircraft Maintenance Configuration
1. Retract the spoilers (Ref. AMM TASK 27-60-00-866-002).
2. Retract the flaps (Ref. AMM TASK 27-50-00-866-009).
Weighing
(4662 + 21)
20.29 - (2.738 sin (0.2)) - 12.69 = 18.869m Harm
42129
= 51.01
= 25.57%
Appendix A
Leveling Methods 3. When you have done the longitudinal alignment, do a check of the transverse
alignment.
There are different methods for leveling the aircraft when on jacks.
These are: Quick Leveling with a Spirit Level in the Passenger
• Quick Leveling with a Spirit Level in the FWD Cargo Compartment Compartment
• Quick Leveling with a Spirit Level in the Passenger Compartment
• Quick Leveling Procedure with the ADIRU Procedure
The different procedures are explained in the following section.
Aircraft Lifting
Lift the aircraft 07-11-00-581-001.
Quick Leveling with a Spirit Level in the FWD Cargo
Compartment Leveling of the Aircraft
1. Put the spirit level on a seat track, in the Y axis, and operate the hydraulic jack
Procedure below the wing to get the transverse alignment.
2. Put the spirit level a on seat track, in the X axis, and operate the hydraulic jack
Get Access below the fuselage to get the longitudinal alignment.
1. Put an access platform in position below the FWD cargo-compartment door. 3. When you have done the longitudinal alignment, do a check of the transverse
2. Open the FWD cargo-compartment door 52-30-00-860-001. alignment.
3. Get a spirit level to do the leveling procedure.
4. Go into the FWD cargo compartment.
To do this procedure two persons are necessary
Aircraft Lifting
Lift the aircraft 07-11-00-581-001.
Do not put the safety stay in position before you make the aircraft level.
Quick Leveling Procedure with the ADIRU Access to the Parameter Call-Up Menus
References
ACTION RESULT
REFERENCE DESIGNATION
On the MCDU: On the MCDU display:
07-11-00-581-001 Lifting for Aircraft Maintenance Operations
Push the MCDU MENU mode key. The MCDU MENU page comes into
07-11-00-586-002 Lowering of the Aircraft for Maintenance Operations view.
31-36-00-740-008 Access to the Parameter Call-Up Menus Push the line key adjacent to < The AIDS page comes into view.
AIDS indication.
34-10-00-860-004 IR Alignment Procedure
Push the line key adjacent to CALL- The AIDS PARAM CALL-UP page
34-10-00-860-005 ADIRS Stop Procedure UP < PARAM indication. comes into view.
Aircraft Maintenance Configuration Push the line key adjacent to < The AIDS ALPHA CALL-UP page
1. Do an IR alignment procedure 34-10-00-860-004. PARAM ALPHA CALL-UP indica- comes into view.
2. Get access to the parameter call-up menus 31-36-00-740-008. See “Access to tion.
the Parameter Call-Up Menus” on page 3.
Enter the correct Alpha Call-up The Parameter Alpha Call-up shows on
3. On the MCDU keypad enter the alpha call-up code into the scratchpad: Code with the alphanumeric keys the bottom of the display (scratchpad).
– PTCH for the pitch angle to do a check of the longitudinal alignement, (Ref. AMM 31-36-00-001).
– ROLL for the roll angle to do a check of the transverse alignement. See at the Parameter Alpha Call-up
List (Ref. AMM 31-37-00-001).
Leveling of the Aircraft
Operate the jacks until the PTCH and ROLL values are 0. Push the line key 2L, 3L, 4L or 5L The Parameter Alpha Call-up shows on
Key to take over the Parameter the Data Field with all information.
Alpha Call-up.
Push the MCDU MENU mode key. The MCDU MENU page comes into
view.
09-00 General
Towing is an operation which consists In pushing or pulling an aircraft with a trac-
tor.
The tractor is connected to the aircraft by a towbar attached to a nose landing gear
fitting. On soft or muddy ground, the towing may be carried out using the main
landing gear attachment points.
The aircraft may be towed or pushed:
• at maximum ramp weight
• with engines shut down or running at idle.
During this operation, one person is required in the cockpit in order to operate the
brakes if necessary.
Two other people are required to monitor the wing tips to prevent collisions.
Precautions
Before starting the towing operations, several precautions must be taken:
• the engine cowls must be closed
• the dimension H, representing the shock absorber travel, must be no more
than 11.8 in (300 mm) so as not to damage the wheel centering cams used dur-
ing nose landing gear retraction.
• the wheels must be in the aircraft centerline.
• during towing operations, each person in the aircraft must be a seat with the
seat belt fastened.
• maximum speeds:
– doors closed or removed 25Km/H (towbar), 32Km/H (towbarless)
– doors fully open or cargo doors in vertical position 10Km/H
MAN Ref: TASK 09-10-00-584-001
The maximum authorized steering angle, on each side of the aircraft centerline, is
limited to 95°. In the engine running configuration this angle is only 40°, thus the
tractor is kept out of the engine inlet suction areas. Now that these precautions
have been taken, we shall have a look at the actual towing operation. Make sure
that the safety ground locks are installed on the main landing gear stays.
Check that the nose landing gear downlock safety pin is installed on the nose land-
ing gear. Check that the wheel chocks are in position.
A
A
Figure 2: Towbar
TORSION
PUSH PULL
TURNING POINT
WITH RUBBER
Preparation In order to dialogue with the ground mechanics set the interphone Radio switch
On the nose wheel steering deactivation box, set the ground towing control lever on the Audio Control Panel to the Interphone position, and press in the Interphone
to the TOWING position. Lock the lever with a safety pin. reception pushbutton.
In the cockpit: Operation
• On the ECAM, the ‘NOSE WHEEL STEERING DISCONNECTED’ message Having taken all these precautions, tow the aircraft slowly and smoothly. It Is rec-
appears. ommended to stop the towing operation with the nose wheels in the aircraft cen-
• On the central pedestal, set the Parking Brake control to OFF. On the brake terline.
yellow pressure triple-indicator, the Indications drop to zero.
Disconnect the towbar from the nose landing gear towing attachment, then move
• On the other hand, on the same triple-indicator, make sure that the accumula- the tractor away. On the nose wheel steering deactivation box, the towing control
tor pressure is correct: lever returns to its normal position when the safety pin is removed, Position the
– the nominal pressure is 3000 psi (206 bar) wheel chocks.
– the minimum pressure is 1500 psi (103 bar)
Close Up
This 3000 psi pressure permits 7 actions on the brake system. On the ECAM, the
PARKING BRAKE message disappears. On the nose wheel steering deactivation In the cockpit, the “NOSE WHEEL STEERING DISCONNECTED message disap-
box the orange Parking Brake light goes off. Having taken all these precautions, pears from the ECAM. Set the Parking Brake control to ON. The “PARKING
let’s install the towbar. BRAKE message then appears on the ECAM. Check that the hydraulic brake cir-
cuit pressure is correct.
Towbar Cut the cockpit/control tower VHF link by releasing out the VHF pushbutton on the
The towbar comprises: Radio Management Panel. Reset the interphone Radio switch to the neutral posi-
• A damping system to protect the nose landing gear from sudden movements. tion In order to isolate the interphone system. Reset the various light control
switches to OFF. Cut the aircraft electrical network supply from the electrical sys-
• Calibrated towing shear pins to protect the landing gear from too high longitu-
tem control panel. On ground, stop the ground power unit and disconnect the con-
dinal and lateral loads. Install the towbar on the nose landing gear towing at-
nector.
tachment. Connect the towbar to the tractor.
Lighting System
As the aircraft electrical network is supplied by a ground power unit, set the Exte-
rior/Light/Navigation and Logo switch to ON.
If the towing is carried out by night, set the Interior/Light/Dome switch to Bright,
and if anti-collision lighting is required by the local airport regulations or airline pro-
cedure set the Exterior Light Beacon switch to ON.
Communications System
In order to communicate with the control tower during towing operations, press In
the “VHF” pushbutton and select the control tower frequency on the Radio Man-
agement Panel. Then, press in the “VHF” pushbutton on the Audio Control Panel
and adjust the volume.
10-00 General
Parking
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 two degrees nose down.
• 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.
• If high winds are anticipated, fuel the aircraft to 30% min of total capacity.
see AMM Man Ref: 10-11-00-555-007
12 Servicing
B B
3 1A 2A 4 6 2B 11
9B
2A
2
2
5 6
4
Ground Handling of A318. Note that special care must be taken during manual
cargo loading and unloading of the forward cargo compartment, because of the
close proximity the engine intake to the cargo loading vehicles. Figure 4: Distribution of Ground Service Vehicles (A318)
20 Maintenance Practices
Installation
Installation of the nut and of the lockwasher.
Appropriate installation tools have to be used.
4 - NUT
3 - LOCKWASHER
LOCKWASHER INSTALLATION
5 - SHAFT
00-20-Study Questions
00-00 General Information 6. How is "hard landing" defined?
4. What is a leakage
5. What do you have to do, if you find some damage in the phase 1 during a un-
scheduled maintenance check?
10.Where is the datum line of the A32Fam? 07-00 Lifting and Shoring
16.Where are the main jacking points located?
14.Why is the Frame next to the FRA47 in a A321 called FRA47.1 and not 08-00 Leveling and Weighing
FRA48?
19.What is meant by Payload (P/L)?
20.Where can we find the CG, if the aircraft cross weight is 50'000 kg and the load
15.What does the letter "L" in the access panel 121AL mean? on the NLG is 5800 kg?
21.What amount of aircraft is considered a fleet? 25.Where are the probe covers located in the aircraft?
26.In which position has the THS to be set when parking the aircraft outside?