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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Cat. B1B2

01 Aircraft General Load Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5


Hard/Overweight Landing (PRE SB 31-1111). . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01-00 General Inspection Definition with Load Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Manufacturing and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Hard/Overweight Landing (POST SB 31-1111) . . . . . . . . . . . . . . . . . . . . . . . 8
Inspection after Lightning Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
05 Time Limits - Maintenance Checks
05-57 Aircraft Stability
Check of the Aircraft Stability on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
05-00 General Non-Revenue Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Scheduled Maintenance Checks (05-20-00). . . . . . . . . . . . . . . . . . . . . . . . . 2 06 Dimensions and Areas
Unscheduled Maintenance Checks (05-50-00). . . . . . . . . . . . . . . . . . . . . . . 2

05-20 Scheduled Maintenance Checks 06-00 General


Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Task Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Aircraft Dimension Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Procedure Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
06-10 Fuselage Datum Lines
05-50 Unscheduled Maintenance Checks Coordinate System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fluid Leak Measurement - Maintenance Practices . . . . . . . . . . . . . . . . . . . . 2 06-20 Zoning
Measurement of Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Major Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check of the External Leaks of the Hydraulic Components . . . . . . . . . . . . . 2 Structural Breakdown and Zoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Standard Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ATA Chapters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Preparation for Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Section Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
06-30 Stations
05-51 Unscheduled Maintenance Checks Stations (STA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Frames (FR) & Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Section Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inspection after Hard/Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Structural Zoning and Breakdown of the A318 . . . . . . . . . . . . . . . . . . . . . . . 7
Example: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Station Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIDS - Structure Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 06-40 Access
Access Panels and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2

07 Lifting & Shoring 10 Parking & Mooring


07-00 Jacking 10-00 General
Jacking the A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Parking in normal and abnormal weather conditions . . . . . . . . . . . . . . . . . . 2
08 Leveling and Weighing
12 Servicing
08-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 12-00 General
Aircraft Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 "NO STEP" Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Weighing of Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
20 Maintenance Practices
08-10 Weighing and Balancing
Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Weight Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
20-00 Sta Lock Fasteners
Definition of the Reference Chord and Relevant Formulae . . . . . . . . . . . . . 4 Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Aircraft Weighing Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
08-21 Quick Leveling
Leveling Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
00-20-Study Questions
Quick Leveling with a Spirit Level in the FWD Cargo Compartment . . . . . 2 00-00 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 05-00 Time Limits- Maintenance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Quick Leveling with a Spirit Level in the Passenger Compartment . . . . . . 2 06-00 Dimensions and Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 07-00 Lifting and Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Quick Leveling Procedure with the ADIRU . . . . . . . . . . . . . . . . . . . . . . . . . . 3 08-00 Leveling and Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 09-00 Towing and Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Access to the Parameter Call-Up Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 10-00 Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
12-00 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
09 Towing and Taxiing 20-00 Standard Practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

09-00 General
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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Contents - II
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Training Manual Aircraft General
A318/A319/A320/A321 01-00

01 Aircraft General

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A318/A319/A320/A321 01-00 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

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Figure 2: Dimensions A319

Span 34.10m

Length 33.84m

Height 11.76m

Fuselage diameter 3.96m

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Figure 3: Dimensions A320

A320Span 34.10m
Length 37.57m
Height 11.76m
Fuselage diameter 3.96m

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Figure 4: Dimensions A321

A321Span 34.10m
Length 44.51m
Height 11.76m
Fuselage diameter 3.96m

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Manufacturing and Assembly


Airbus manufacturing manages the production of Airbus aircraft which takes place
at the different sites in Europe.
Manufacturing is a trans-national process, structured around key manufacturing
units, each of which is responsible for producing a complete section of the aircraft
for delivery to the final assembly lines.
Fully equipped aircraft sections are air-lifted by the Airbus Super Transporter
A300-600ST to the final assembly lines. The A320 are assembled in Toulouse,
France while the A318, A319 and A321 are assembled in Hamburg, Germany.

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Figure 5: Assembly of the A320

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Figure 6: Assembly of the A320

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Figure 7: A319/A321 Finkenwerder, Hamburg

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Figure 8: Assembly of the A3211

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Training Manual Time Limits & Maintenance Checks
A318/A319/A320/A321 05-00

05 Time Limits - Maintenance Checks

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A318/A319/A320/A321 05-00 General

05-00 General
Overview
This chapter includes the following sections:
• 05-20-00: SCHEDULED MAINTENANCE CHECKS
• 05-50-00: UNSCHEDULED MAINTENANCE CHECKS

Scheduled Maintenance Checks (05-20-00)


This section includes all the zonal inspections that you must do on the aircraft.

Unscheduled Maintenance Checks (05-50-00)


This section includes maintenance checks to be performed whenever a flight in
abnormal conditions is reported by the Flight Crew.
This section is divided into two categories of information:
• inspections,
• checks.

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05-20 Scheduled Maintenance Checks

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Description and Operation Table 1: Page Block Assignment

Task Numbering Topic Pageblock


This section gives the accomplishment instructions for zonal inspection tasks re- Description and Operation 001 - 100
lated to the requirements of the Maintenance Planning Document (MPD) a specif- Troubleshooting 101 - 200
ic AMTOSS zonal task number which combines the ATA 05-20 and the concerned
A/C zone is used as follows: Maintenance Practices 201 - 300
• Task Numbering System for Zonal Inspection Tasks. Servicing 301 - 400
• ATA Reference Number
Removal / Installation 401 - 500
Figure 1: AMTOSS Task Number Example
Adjustment / Test 501 - 600

TASK N 0 5 - 2 2 - 6 0 - 2 0 0 - 0 0 1 Inspection / Check 601 - 700


Cleaning / Painting 701 - 800
1 2 3 4 5 Approved Repairs 801 - 900
Procedure Content
It is assumed that people who perform the zonal tasks have an adequate knowl-
1 : ATA edge of the aircraft construction and systems installations thus a list of all the items
2 : Relates to ATA section 20 scheduled maintenance checks contained in the zones to be inspected is not given.
3 : Zone If you find damage, corrosion, leaks, it is recommended to refer to the related
4 : Function code, E.G. 200 : INSPECTION CHECK structure/system inspection ata-chapter for detailed inspection and corrective ac-
tion.
5 : Unique identification of discrete tasks
Any fairing, access panel, access door, etc removed or opened to gain access to
zones should also be examined during the zonal inspection. This requirement is
not specially quoted within each individual procedure because it is a standard
maintenance practice.

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Training Manual Unscheduled Maintenance Checks
A318/A319/A320/A321 05-50 Unscheduled Maintenance Checks

05-50 Unscheduled Maintenance Checks

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Training Manual Unscheduled Maintenance Checks
A318/A319/A320/A321 05-50 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:

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A318/A319/A320/A321 05-50 Unscheduled Maintenance Checks

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.

External Leak Test of Components


1. Operate the component.
2. Do an inspection of the component for external leaks. If you find leaks, you
must compare the quantity of the leaks with the values given in the table below:

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A318/A319/A320/A321 05-50 Unscheduled Maintenance Checks

Table 1: Leak Limits Others


Equipment Normal Operation Dispatch Limit to
Brake Unit (at rest) None None
Limit Avoid Delay
Hydraulic Pump
Engine Driven Pump (EDP) Brake Unit (pressure 1 drop/min. 2 drops/min.
Ram Air Turbine (RAT) applied)
Power Transfer Unit (PTU)
Static Seals None 2 drops in 10 min. 1.For the elevator and the aileron servo controls, two leaks of more than the
normal operation limit are not permitted on the same flight surface.
2.Make sure that the connection is tightened to the correct torque value.
Static Casing 1 drop in 10 min. 1 drop/min. 3.The total leaks from the components and the connections, that are part of
the alternate brake system, must not be more than 10 drops/min.
Shaft Seal (system pressu- 2 drops/min. 8 drops/min. System Leak Rate Limits
rized)
(a) The total leak rate of the Green system must not be more than 50 drops/min.
(b) The total leak rate of the Yellow system must not be more than 50 drops/min.
Shaft Seal (in operation) EDP: 30 drops/min. EDP: 60 drops/min. (c) The total leak rate of the Blue system must not be more than 50 drops/min.
EMP: 5 drops/min. EMP: 30 drops/min. (f) Make sure that the drops of the hydraulic fluid do not fall on electrical equip-
RAT: 1 drop/min. RAT: 1 drop/min. ment.
PTU: 5 drops/min. PTU: 30 drops/min. Hydraulic fluid contamination of titanium parts which are at a high tempera-
ture can result in ditting corrosion of the titanium.

Connections Depressurize the Hydraulic System


Depressurize the necessary hydraulic system(s):
Pipe to Pipe Connection None 2 drops in 10 min.
(see NOTE 2.) If the quantity of the leak from a component is more than the limits, repair or re-
place the component as necessary.

Pipe None None Close-up

Swivel Joint None 30 drops/min

Manifold Fitting None 2 drops in 10 min.


(see NOTE 2.)

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05-51 Unscheduled Maintenance Checks

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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

05-51-15 Inspection After a Tire Burst or Tread Throw or Wheel Failure


72-00-00 PB 601 Engine - General - Inspection/check
05-51-16 Inspection After Brake Emergency Application or Overheat
72-00-00-200-006 Inspection/Check of Foreign Object Damage (FOD)
05-51-17 Inspection After Flight In Excessive Turbulence or In Excess of
(Bird Strike Included)
VMO/MMO
72-00-00-200-007 Procedure After Engine Fire or Use of Fire-Extinguish-
05-51-18 Inspection After Lightning Strike
ing Agents
05-51-19 Inspection After Engine Bird Strike or Slush Ingestion
72-00-00-200-042 Procedure after Halogen Products Contamination
05-51-21 Inspection After Tail Runway Impact
72-00-00-200-043 Procedure after Volcanic Ash, Dust, or Sand Ingestion
05-51-22 Inspection After NLG Towing Overload or Overrun
72-00-00-200-008 Inspection/Check After the Engine has Exceeded the
05-51-23 Inspection After NLG Steering Angle Exceeded Operational Limits

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

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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.

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Figure 1: Inspection Form Inspection after Hard/Overweight Landing


ITEM
INSP.
INSPECTION TASKS TO BE ACCOMPLISHED
PHASE PHASE PHASE INSP. DETAIL Example:
CODE 1 2 3 SIGN (FIG)
The following example explains a typical inspection sequence after a hard/over-
weight landing.
Reason for the Job
INSPECTION TASKS TO BE CARRIED OUT
A hard landing is defined as a landing with a vertical acceleration of more than 2.6
g at the center of gravity or a vertical speed (V/S) of more than 540 ft/min.
An overweight landing is defined as a landing at more than the maximum landing
OPERATORS INSPECTION INTENSITY (CODE)
weight with a vertical acceleration of more than 1.7 g at the center of gravity or a
vertical speed (V/S) of more than 360 ft/min.
INSPECTION PROCEDURE / ITEM NUMBER Inspection Preparation
1. We can not give you accurate details of the inspection procedure to be applied
IF PHASE 1 EXAMINATION REVEALS NO after each incident. This is because there can be important variations in the
DAMAGE NO FURTHER EXAMINATION IS
NECESSORY.
weight, the speed and the direction of the loads. Thus, before you start, we rec-
ommend that you get following information:
a) The landing conditions. For example, find out:
IF PHASE 1 REVEALS ANY EVIDENCE OF DAMAGE
OR DISTRESS, PHASE 2 MUST BE ACCOMPLISHED
if the landing was straight, drifting, wing-low, tail or nose heavy.
if the crew heard a noise possibly related to a structural failure.
b) From the flight recorder (DFDR):
IF PHASE 2 REVEALS ANY EVIDENCE OF
DAMAGE OR DISTRESS, PHASE 3 MUST BE vertical acceleration, vertical speed (V/S), weight of the aircraft.
ACCOMPLISHED.
With these pieces of information refer to the inspection definition diagram.

OPERATOR ACCOMPLISHMENT AUTHORITY

REFERENCED DETAIL ON FIGURES FOR GUIDANCE

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AIDS - Structure Reports Load Reports


Load Reports <15>
Description and Operation 1111111111122222222233333333334
1234567890123456789012345678901234567890

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

is generated immediately (independently of any other start logic). The manually or 13


14
C1 99 99999 9999 99 1111 1 1111 99 1

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

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Hard/Overweight Landing (PRE SB 31-1111) the DMU load report 15


c) With these pieces of information refer to the inspection definition diagram.
General When there are several valid trigger conditions, the minor triggered code
TASK 05-51-11-200-004 has priority and is the only one printed on the report thus:
• The values of the report lines CE, E1, S3 and S2 have to be cross-
Inspection After Hard/Overweight Landing for Aircraft without Enhanced DMU/
checked with the AMM 05-51-1.
FDIMU Load Report 15
1. Definition The Gross Weight Limit (GWL) value stored in the DMU database does not
always agree with the Maximum Landing Weight (MLW).
If the aircraft has a DMU/FDIMU with an enhanced load report 15, do the
"Inspection After Hard/Overweight Landing for Aircraft with Enhanced General inspection recommendations
DMU/FDIMU Load Report 15". Refer to the latest revision of the EASA AD 2007-0213 (or any related local
a) A hard landing is defined as a landing with a vertical acceleration of more Aiworthiness Authorities directive) for other possible inspection require-
than 2.6 g at the center of gravity or: ments for the wing bottom skin area at MLG support Rib 5, before the sub-
• a vertical speed (V/S) of more than 540 ft/min. sequent flight.
b) An overweight landing is defined as a landing at more than the maximum All the inspections are visual unless otherwise differently in the text. Oper-
landing weight with a vertical acceleration of more than 1.7 g at the center ators can refer to the Non-destructive Testing Manual (NTM) and use the
of gravity or: non-destructive procedures.
• a vertical speed (V/S) of more than 360 ft/min. • If you find damage during an inspection and if it is necessary to disconnect or
2. Job Set-up remove components (pipes, ducts, cables, electrical connectors and mechanic
linkages) do a functional test of the related system after re-assembly.
Subtask 05-51-11-941-050
• If it is necessary to open (remove) access panels and doors, examine them.
1. Inspection Preparation
Make sure that:
a) We cannot give you accurate details of the inspection procedure to be ap-
plied after each incident. This is because there can be important variations – -they are aligned correctly,
in the weight, the speed and the direction of the loads. Thus, before you – -they have no distortion or cracks,
start, we recommend that you get information: – -the paint is not damaged,
• From the crew about the landing conditions. For example, find out: – -all fasteners and safety devices are in the correct position.
if the landing was straight, drifting, wing-low, tail or nose heavy, • If there is damage to the aircraft structure, refer to the Structural Repair Manual
if the crew heard a noise possibly related to a structural failure. (SRM). The SRM has the approved damage limits and repair procedures.
• From the flight recorder (DFDR):
vertical acceleration, vertical speed (V/S), weight of the aircraft.
b) Hard/overweight landing confirmation
• It is the responsibility of the flight crew to make a report if they think there
was a hard/overweight landing.
• After a crew report of a hard/overweight landing, you can confirm the im-
pact parameters to know the category of the landing.
To know this, refer to:

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Inspection Definition with Load Report Figure 2: Example

A320 LOAD REPORT <15>


Gross Weight = 58.64 t
Radio Alt Rate = N12.8 ft/sec = 768 ft/min A/C ID DATE UTC FROM TO FLT
CC XY-XYZ Sep08 123848 LSXY LSXZ 2894

VERTICAL SPEED (V/S)


PH CNT CODE BLEED STATUS APU
C1 07 06701 4100 56 0010 0 0100 35 X
ft/min TAT ALT CAS MN GW CG DMU/SW
CE 0140 01290 129 200 5864 302 C31080

ESN EHRS AP FLAP SLAT


EC 779165 00036 06 0350 0269
EE 779186 00036 06 0350 0269
540

LIMIT EXCEEDANCE AND SPOILER EXT SUMMARY

MAX LIM COUNTS


E1 N131 N090 000 000 000 000 000

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

MAX/MIN 1 SEC TO 3 SEC INTERVAL


A/C MASS
VRTA LONA LATA
MLW MTOW
S3 0302 0004 0009
S4 0023 N016 N011

DO THE INSPECTION

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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.

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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

• other information such as noise that could be related to a structural fail-


ure. TRIGGER CODE 4XX0 (LINE C1)
c) We recommend that you get the related Post Flight Report (PFR).
d) You must also do all additional checks related to the events specified in the
flight crew report or the PFR.
3. Procedure YES
LINE CE
Subtask 05-51-11-210-105 GW*10 A/C MLW

General inspection recommendations


Refer to the latest revision of the EASA AD 2007-0213 (or any related local
Aiworthiness Authorities directive) for other possible inspection require-
ments for the wing bottom skin area at MLG support Rib 5, before the sub- NO
sequent flight.
All the inspections are visual unless otherwise differently in the text. Oper-
ators can refer to the Non-destructive Testing Manual (NTM) and use the
non-destructive procedures. LINE S2 OR T2 LINE S2 OR T2
RALR -10 ft/s YES RALR -6 ft/s YES
• If you find damage during an inspection and if it is necessary to disconnect or OR OR
remove components (pipes, ducts, cables, electrical connectors and mechanic LINE S3 OR T3 LINE S3 OR T3
linkages) do a functional test of the related system after re-assembly. VRTA 2.6g VRTA 1.7g

• If it is necessary to open (remove) access panels and doors, examine them.


Make sure that:
– -they are aligned correctly, NO NO
– -they have no distortion or cracks,
– -the paint is not damaged,
– -all fasteners and safety devices are in the correct position. NO HARD OR NO HARD OR OVERWEIGHT
OVERWEIGHT HARD LANDING OVERWEIGHT LANDING
• If there is damage to the aircraft structure, refer to the Structural Repair Manual LANDING INSPECTION LANDING INSPECTION
(SRM). The SRM has the approved damage limits and repair procedures. NO INSPECTION AS PER AMM NO INSPECTION AS PER AMM
REQUIRED 05-51-11 REQUIRED 05-51-11

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Figure 4: Inspection Flow Chart

PILOT REPORT OF A HARD


(OVERWEIGHT) LANDING

NO DMU LOAD REPORT


AVAILABLE
YES

DMU SHOWS DMU SHOWS DMU SHOWS


RALR < 10Ft/s (6Ft/s) AND 10 ≤ RALR < 14Ft/s (6 ≤ RALR < 13Ft/s) OR RALR ≥ 14Ft/s (13Ft/s) OR
VRTA < 2.6g (1.7g) FOR A 2.6g ≤ VRTA < 2.86g (1.7 ≤ VRTA < 2.6g) VRTA ≥ 2.86g (2.6g) FOR A
HARD (OVERWEIGHT) LANDING FOR A HARD (OVERWEIGHT) LANDING HARD (OVERWEIGHT) LANDING

NO MORE STEPS DO THE INSPECTION WITH STEPS DO THE INSPECTION WITH STEPS FOR
FOR HARD/OVERWEIGHT LANDING SEVERE HARD/OVERWEIGHT LANDING

REMOVE QAR TAPE NO DO THE INSPECTION WITH STEPS FOR


IF AVAILABLE OR FDR SEVERE HARD/OVERWEIGHT LANDING

YES

QAR/FDR SHOWS QAR/FDR SHOWS QAR/FDR SHOWS


RALR < 10Ft/s (6Ft/s) AND 10 ≤ RALR < 14Ft/s (6 ≤ RALR < 13Ft/s) OR RALR ≥ 14Ft/s (13Ft/s) OR
VRTA < 2.6g (1.7g) FOR A 2.6g ≤ VRTA < 2.86g (1.7 ≤ VRTA < 2.6g) VRTA ≥ 2.86g (2.6g) FOR A
HARD (OVERWEIGHT) LANDING FOR A HARD (OVERWEIGHT) LANDING HARD (OVERWEIGHT) LANDING

NO MORE STEPS DO THE INSPECTION WITH STEPS DO THE INSPECTION WITH STEPS FOR
FOR HARD/OVERWEIGHT LANDING SEVERE HARD/OVERWEIGHT LANDING

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Inspection after Lightning Strike 1 Zone 1:


• surfaces where there is a high probability of initial lightning attachment
TASK 05-51-18-200-001 (entry or exit).
Inspection after Lightning Strike 2 Zone 2:
WEAR AND ATTACH A SAFETY HARNESS WHEN YOU WORK ON HIGH • surfaces where there is a high probability of a "swept stroke zone". The
SECTIONS. A FALL CAN INJURE OR KILL YOU. lightning strike has its initial point of attachment in Zone 1 and moves
into Zone 2.
PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSI-
TION BEFORE YOU START A TASK ON OR NEAR: 3 Zone 3:
• THE FLIGHT CONTROLS • this zone includes all of the aircraft surfaces that are not in Zone 1 and
2. In Zone 3 there is a low probability of attachment of a lightning strike.
• THE FLIGHT CONTROL SURFACES However, high lightning currents can go through Zone 3 by direct con-
• THE LANDING GEAR AND THE RELATED DOORS duction between 2 attachment points. Zone 3 currents will also go into
• COMPONENTS THAT MOVE. Zones 1 and 2.
1. Reason for the Job b) Zones 1 and 2 are divided into A and B areas related to the probability of
After a lightning strike, before the aircraft continues in service, you must: continued attachment of the arc (hang on).
• do a general inspection of the total surface of the aircraft to find the strike are- The probability of arc hang on is low in A areas and high in B areas.
as, 1 Zone 1A:
• do a careful inspection of the strike areas to find the type and quantity of pos- • area where there is a high probability of initial attachment and low prob-
sible damage ability of arc hang on, such as the forward-mounted pitot probes, the ra-
• if you find damage, make a decision about the necessary repair/action. dome diverter strips and the nacelle leading edges.
2 Zone 1B:
To do this inspection, you must have:
• area where there is a high probability of initial attachment and high prob-
• a set of access platforms, 2 m (6.56 ft.) to 11 m (36.1 ft.)
ability of arc hang on, such as the wing, stabilizers and fin tips and some
• or an adjustable access platform, 2 m (6.56 ft.) to 11 m (36.1 ft.) trailing edge areas.
• or a manlift aerial boom, 2 m (6.56 ft.) to 11 m (36.1 ft.) 3 Zone 2A:
2. Job Set-up • a swept stroke zone with low probability of arc hang on, such as mid-
General chord regions of the wing surface, aft of an engine and the total fuselage
• Lightning surface.
a) Lightning always has two or more attachment points (one entry and one ex- 4 Zone 2B:
it) on the aircraft skin. • a swept stroke zone with high probability of arc hang on, such as the
b) Lightning moves back along the surface of the aircraft (swept stroke zone) wing trailing edge aft of Zone 2A.
between the entry and exit point. This can cause a chain of scattered at- • Effects on the aircraft structure and systems.
tachment points along a line in the direction of travel of the aircraft. There are two types of possible risks to the aircraft:
c) Lightning hits some areas more frequently than others. – indirect effects
• Aircraft zoning – direct effects.
a) The aircraft is divided into three zones related to the probability of lightning a) Indirect effects.
strike:

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• 1 Electromagnetic fields: • Inspection requirements:


the electromagnetic fields related to the lightning attachment can cause a) Aircraft are designed to keep the effects of lightning to a minimum and make
unwanted transient voltages and currents in the aircraft wiring and sys- sure it can continue its flight and land safely after a lightning attachment.
tems. b) It is not possible to accurately know where the attachment will occur but
In some conditions (low intensity strike, high protection), the effect on Zone 1 and Zone 2 show the most probable areas of lightning attachment.
the systems can be temporary and the systems can operate correctly c) Lightning strikes do not always give the same quantity of damage. The
again after the strike. quantity of damage comes from the intensity of the lightning strike.
In other conditions (low protection, no circuit protection devices), the d) Therefore, it is necessary to do a full inspection after a lightning strike to
damage can be permanent and it will be necessary to replace parts. make an estimate of the damage and make sure that the aircraft can, as a
b) Direct effects minimum, continue service in a Master Minimum Equipment List (MMEL)
The direct effects are the physical damage related to signs such as: condition.
• 1 Pitting/meltthrough: The inspection after a lightning strike refers to:
this is the action of the electrical arc formed when a lightning stroke at- • the type of the system (critical/essential) to specify the tests that are nec-
taches to the aircraft (arc root damage at the attachment points or dam- essary
age caused by current flow which can appear also far from the • the requirements of the MMEL
attachment points). Critical function:
signs of a lightning attachment are pitting and scorch marks and paint If a critical function fails, it can result in a failure condition that can prevent
discoloration. continued safe flight and landing of the aircraft.
On composite components, in addition to paint discoloration and skin Essential function:
puncturing, some delamination of the fibers can occur. If there is skin
If an essential function fails, it can result in a failure condition which can
puncturing, there can be damage to the grounded equipment below
have an effect on:
composite material fairings.
• the performance of the aircraft
you must always compare the damage you find with the limits given in
the Structural Repair Manual (SRM). • or the ability of the flight crew to fly the aircraft in the adverse conditions.
• 2 Magnetic force: Subtask 05-51-18-210-078
the damage usually occurs where a small area causes the density of the Inspection Preparation
current to be high (e.g. a bonding lead installed at a control surface 1. Before you start, we recommend that you get information from the crew about
hinge). the flight condition.
• 3 Resistive heating: 2. Make sure that you have the related aircraft Post Flight Report (PFR).
when lightning currents flow through an aircraft structure, energy is 3. All events reported by the crew or by the PFR must be checked in addition/
changed to heat along its path. conjunction with this inspection.
resistive heating usually causes marks of the weld type, specially where 4. If you find damage (holes, delamination, debonding...) during inspection of the
the lightning current flows for some time. total surface, refer to the applicable SRM chapter to find the allowable limits.
• 4 Acoustic shock wave: 5. Refer to the General Reporting and Logic Chart to make a decision after you
When a lightning strike occurs, there is an acoustic shock wave. If the found damage SRM 51-11-13.
intensity of this shock wave is high, it can cause deformation of thin met-
All the necessary inspections are visual unless the text gives other instruc-
al skins or rupture of thin composite skins. tions.

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Operators can refer to the Non-destructive Testing Manual (NTM) and use Figure 5: Lightning Strike Inspection Areas
non-destructive procedures.

6. Inspection of the Fuselage


A. Examine externally all of the X
fuselage skin with rivets and
screws for change of color,
burns marks and
B. Examine all the probes, sen- X
sors and drain masts and the
adjacent area for burn marks
and change of color.
C. Examine carefully all the com- X
munication and navigation
antennas and the adjacent
area for burn marks, change of
color, puncturing and delami-
nation.

ZONE 1 : AREAS WHERE DAMAGE MOST PROBABLE

ZONE 2 : AREAS WHERE DAMAGE PROBABLE

ZONE 3 : AREAS WHERE DAMAGE LEAST PROBABLE

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Training Manual Unscheduled Maintenance Checks
A318/A319/A320/A321 05-51 Unscheduled Maintenance Checks

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.

Table 1: Inspection Chart Example


ITEM INSP INSPECTION TASKS PHASE PHASE PHASE INSP REF
CODE 1 2 2 SIGN FIG
1. Examine the engine pylon
A. Examine the pylon panels, the doors and the auxiliary structure. Make sure that there are no: buckling, X
cracks and pulled or missing fasteners.
B. Examine the main frame and pylon lower area. Make sure that: X
– there are no distortion or cracks,
– the paint is in the correct condition,
– the rivets are not loose,
– there are no signs of shearing.
If you find damage:
1. Remove or open the access doors and the inspection panels. Examine the panels and the adjacent struc- X
ture. Make sure that:
– there is no distortion,
– the plates have no buckles, wrinkles or tears where they are riveted to the panels.
2. Do an internal inspection. Make sure that: X
– there is no distortion on the pylon main frame and the spars connected to the side panels are in the
correct condition,
– examine the attachment between main ribs (1, 3, 4 and 10), the side panels, the upper and lower
spars,
– examine the fire protection system especially extinguishing containers attachments, examine the elec-
trical cables, the hydraulic pipes, the fuel pipes and the components of the engine air-bleed system,
examine the different components installed on the main frame.
If you find damage:
Do the inspection of the engine-to-pylon and the pylon-to-wing attachments.

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A318/A319/A320/A321 05-57 Aircraft Stability

05-57 Aircraft Stability

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Training Manual Unscheduled Maintenance Checks
A318/A319/A320/A321 05-57 Aircraft Stability

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%

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– permitted wind: 35 kts (65 km/h).


Check the aircraft stability during engine installation with a hydraulic lift.
For this example, we calculate that the hydraulic lift puts a 800 kg (1763.6976 lb)
contact force on the pylon.
6. Continue vertical line DC' until it cuts across the “contact force” scale to get
point E.
7. From this point, make a line across one division (0.8 ton/division) to get point
E'.
8. From this point E', make a vertical line until it cuts across the horizontal line DB'
to get point F.
9. The diagram shows that in these conditions, engine installation is possible in
the open air in winds of less than 35 kts (65 km/h).
Calculate the quantity of ballast necessary for engine installation.
The engines are installed in the open air with a maximum windspeed of 45 kts (83
km/h).
If necessary, install the ballast in the forward cargo-compartment at position 11.
10.Continue line B'F until it cuts across the 45 kts (83 km/h) average windspeed
line at point H.
11.Continue vertical line FE' until it cuts across the “ballast on section 11” scale at
point G.
12.From point G, make a horizontal line which cuts across the vertical line from H
at point J.
13.Count the number of divisions on the scale between point G and J (in the ex-
ample, 2.3 divisions).
The weight of ballast necessary is thus:
2.3 x 500 kg (1102.3110 lb) = 1150 kg (2535.3153 lb)
In the example given, use the same procedure to calculate the quantity of ballast
necessary at cabin door No 1:
1.6 x 500 kg (1102.3110 lb) = 800 kg (1763.6976 lb)
As the ballast only increases the aircraft weight by a small quantity, this is
ignored.

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Training Manual Unscheduled Maintenance Checks
A318/A319/A320/A321 05-57 Aircraft Stability

Figure 1: Stability Graph “aircraft on wheels on dry ground”

80

75

WEIGHT: 1 TON PER DIVISION +


70

AIRCRAFT WEIGHT IN TONS 65

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

REMOVED ENGINES - 1 ENGINE PER DIVISION

C C'

CONTACT FORCE - 800 kg PER DIVISION

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

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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.

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Training Manual Dimension and Areas
A318/A319/A320/A321 06-00

06 Dimensions and Areas

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Training Manual Dimension and Areas
A318/A319/A320/A321 06-00 General

06-00 General
General
Description
This chapter defines:

• Dimensions and Areas see 06 - 10

• Zoning see 06 - 20

• Stations see 06 - 30

• Access Provisions see 06 - 40

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Training Manual Dimension and Areas
A318/A319/A320/A321 06-00 General

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

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Figure 2: Dimensions A319

Span 34.10m

Length 33.84m

Height 11.76m

Fuselage diameter 3.96m

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Figure 3: Dimensions A320

A320Span 34.10m
Length 37.57m
Height 11.76m
Fuselage diameter 3.96m

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Figure 4: Dimensions A321

A321Span 34.10m
Length 44.51m
Height 11.81m
Fuselage diameter 3.96m

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Table 1: Data, Dimensions and Weights of the A320 Family


A318 A319 A320 A321
Aircraft Dimensions SI GB SI GB SI GB SI GB
Overall Length 31,44m 103ft 2in 33,84m 111ft 0in 37,57m 123ft 3in 44,51m 146ft 0in
Fuselage Diameter 3,96m 13ft 3,96m 13ft 3,96m 13ft 3,96m 13ft
Height 12,56m 41ft 2in 11,76m 38ft 7in 11,76m 38ft 7in 11,76m 38ft 7in
Wing Span (geometric) 34,09m 111ft 10in 34,09m 111ft 10in 34,09m 111ft 10in 34,09m 111ft 10in
Wing Area (reference) 122,6m 2
1,320ft2
122,6m 2
1’320ft 2
122,6m 2
1’320ft2
122,6m 2
1’320ft2
Sweep (25% chord) 25 degrees 25 degrees 25 degrees 25 degrees
Design Weights
Max. Ramp Weight 59,4T 131lb X 1000 64,4T 142,0lb X 1000 73,9T 162,9lb X 1000 83,4T 183,9lb X 1000
Max. Take-off Weight 59T 130,1lb X 1000 64,0T 141,1lb X 1000 73,5T 162,0lb X 1000 83,0T 183,0lb X 1000
Max. Landing Weight 56T 123,5lb X 1000 61,0T 134,5lb X 1000 64,5T 142,2lb X 1000 73,5T 162,0lb X 1000
Max. Zero fuel Weight 53T 116,8lb X 1000 57,0T 125,7lb X 1000 61,0T 134,5lb X 1000 69,5T 153,2lb X 1000
Max. Fuel Capacity 23’860 Litres 6’300 USg 23’860 Litres 6’300 USg 23’860 Litres 6’300 USg 23’700 Litres 6’260 USg
Typical Operating 38,3T 84,4lb X 1000 40,1T 88,4lb X 1000 41,0T 90,4lb X 1000 47,7/49,2T 105,6/108,4lb X
Weight Empty 1000
Typical Volumetric 11,4T 25,2 X 1000 12,9T 28,4lb X 1000 16,3T 35,9lb X 1000 21,0/20,4T 46,0/45,0lb X
Payload 1000
Basic Operating Data
Powerplants CFM56-5B / CFM56-5A4/-5A5 CFM565A1/-5A3
PW6000A CFM56-5B5/-5B6 CFM56-5B4 CFM56-5B1/-5B2
V2522-A5 V2525-A1/V2527-A1 V2530-A5
Thrust Range 98-107kN 22’000- 98-120kN 22’000- 98-120kN 22’000- 30’000-
24’000lb 27’000lb 27’000lb 33’000lb
Typical Seating (two 107 124 150 185
class)

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Table 1: Data, Dimensions and Weights of the A320 Family


A318 A319 A320 A321
Typical Seating (one 117 134 164 199
class)
Cockpit Crew 2/4 2/4/(5) 2/4/(5) 2/5/(6)
Range (max. pax) 2’780km 1’500nm 3’360km 1’800nm 4’900km 2’650nm 4’350km 2’300nm
Max. Operating Mach 0,82M 0,82M 0,82M 0,82M
Nr (Mmo)
Average Cruise Speed
at 30-35’000 ft 750-850km/h 750-850km/h 750-850km/h 750-850km/h
Max. Cruise Speed 850km/h 850km/h 850km/h 850km/h
Operational Area short range short range short range short range

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Figure 5: Dimensions and Areas

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Figure 6: Typical Cabin

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06-10 Fuselage Datum Lines

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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:

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


It defines fore and aft distances from any point (STA) to
STA ” 0 ”. STA 0 is 2540 mm before the radome

• ”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

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Figure 1: Reference Axes

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A318/A319/A320/A321 06-20 Zoning

06-20 Zoning

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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

800 800 200 800

400 700 400

800 700 800 100 700 800

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Structural Breakdown and Zoning Section Numbers


Each major part of the A/C receives a section number. The fuselage section base
ATA Chapters number is 10. The fuselage is divided into various sections for manufacturing rea-
The A/C structure is divided according to the ATA 100 specifications. sons.

Figure 1: ATA Chapters & Section Numbers

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Wing and Tail Plane


The general wing section base number is 20. The general tail plane section base
number is 30.
Figure 2: Wing and Tail Plane

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Engine, Landing Gear and Belly Fairing


The engine section base number is 40. The L/G section base number is 50. The
general belly fairing section base number is 60.
Figure 3: Engine, Landing Gear and Belly Fairing

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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

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Wing (Upper Surface) and Horizontal Stabilizer


The 500 numbers identify the LH wing zones, while the 600 numbers identify the
RH wing zones. The sub-zones 330 and 340 identify the LH and RH side of the
horizontal stabilizer.
Figure 5: Wing (Upper Surface) and Horizontal Stabilizer

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Wing (Lower Surface), Belly Fairing and Landing Gear


The sub-zone 710 identifies the NLG. The sub-zones 730 and 740 identify the LH
and RH MLG.
The sub-zone 190 indicates the belly fairing. 734 and 744 are the MLG door zone
numbers.
Access doors and panels are identified by the number of the zone in which the
panel is installed followed by a two letter suffix. These two letters are used to indi-
cate the doors and panels. The first letter indicates which access door or panel it
is, starting from the reference axis (A=first, B=second, ..., G=seventh, etc...). The
second lette rindicates the access door or panel location:
• T=top (upper) surface,
• B=bottom (lower) surface,
• R=right side,
• L=left side,
• Z=internal,
• F=floor panel,
• W=sidewall panel,
• C=ceiling panel.
Here is an example of access panels on the left wing lower surface.

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Figure 6: Wing (Lower Surface), Belly Fairing and Landing Gear

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Nacelle, Pylon, Engine and Door


The difference between the LH and RH pylon and nacelle is made with the ten dig-
its of the zone number 400. The difference between the LH side and RH side is
identified by the last digit (Tens digit: odd for he left and even for the right). Within
one engine, an odd zone number indicates the LH side and an even zone number
indicates the RH side of the engine. The major zone 800 identifies the doors.

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Figure 7: Nacelle, Pylon, Engine and Door

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06-30 Stations

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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

Fuselage, engine nacelle, wing vertical and horizontal stabilizer.


Z 1975
The sum of all stations gives a station diagram. Each station is a measured dis-
tance 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 RA-
DOM. In addition the stations are supplemented by frame (FR) figures, e. g. STA
9500 / FR 24.

Frames (FR) & Stringers


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 high
loads the distances are about 230 millimeters.
Depending on the frames the fuselage of A 320 has seven sections. CL

SECTION DESIGNATION FRAMES

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

19.1 Aft Tailcone 77 – 87

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Figure 2: Fuselage Stations

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Figure 3: Wing Rib Stations Figure 4: Stabilizer Rib Stations

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

LH WING SHOWN, RH SIMILAR

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06-30 Stations
Dimension and Areas

CL
ENGINE

CL
ENGINE

STA9278/RIB15
STA9076/RIB14
STA8874/RIB13
STA8672/RIB12
STA8370/RIB11
A318/A319/A320/A321

RIB10A STA8293/RIB10 STA8178


STA8056/RIB9 STA8001
Training Manual

STA7833/RIB8
RIB7A STA7611/RIB7

for training purposes only


STA7373/RIB6
STA6706
RIB5A STA7063/RIB5
STA6465
STA6793/RIB4
STA6465/RIB3
STA6174/RIB2
STA6077/RIB08
STA5930/RIB1 STA5184
STA5188
STA5369/RIB07
STA5178/RIB06
STA4954/RIB05 STA3880
STA4697/RIB04
STA4514/RIB03
STA3125
STA4302/RIB02
STA4090/RIB01

Xm0
STA3899/RIB00
Figure 5: Pylon and Nacelle Stations

Xm0

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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

Figure 6: Fuselage Sections

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A318/A319/A320/A321 06-30 Stations

Structural Zoning and Breakdown of the A318


The major A318 reference axes are the same as the current aircraft of the A320
family. The station (STA) number is the distance in centimeters of the cross sec-
tion from a reference point. The reference (X=0) for all structural measurements
in the X-axis is located 2.54 m (100 in) forward of the aircraft.
The A318 is 6.11 m shorter than the A320. It has 11.5 frames less than the A320.
Therefore the A318 fuselage station numbers have changed from the FR27.

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.

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Figure 7: Station Numbers - Fuselage

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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

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Figure 9: Vertical Stabilizer Structure

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Training Manual Dimension and Areas
A318/A319/A320/A321 06-40 Access

06-40 Access

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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:

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Figure 1: Access Left Side RADOME, Avionic Compartments, Nose Landing


Gear

A
A FR9
FR8
FR7 FR11
FR5 FR12
FR3 FR13
FR1 FR15
FR16
FR20
110AL
FR24A

811

121AL

812

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Training Manual Lifting and Shoring
A318/A319/A320/A321 07-00

07 Lifting & Shoring

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Training Manual Lifting and Shoring
A318/A319/A320/A321 07-00 Jacking

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.

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Training Manual Lifting and Shoring
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Figure 1: Jacking Points

Jacking Point

FR73

FR74
RIB9
FR8

Jacking Point RIB9

Safety Jack

Jacking Point

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Figure 2: Jacking Pads

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.

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Training Manual Leveling and Weighing
A318/A319/A320/A321 08-00

08 Leveling and Weighing

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Training Manual Leveling and Weighing
A318/A319/A320/A321 08-00 General

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.

Use of Fleet Weights


A fleet generally is considered to be three or more aircraft of the same model and
configuration. This allows realistic averages to be determined.
1. Aircraft operating under fleet weights must be weighed in accordance with the
operator/applicant’s instructions. The operating weights and center of gravity
position must be within established limits. The use of fleet weights is authorized
by OpSpecs.
2. An operator’s empty fleet weight is determined by averaging aircraft weights as
follows:
Fleet size weighing policy:
• 3 aircraft: Weigh all aircraft
• 4 to 9 aircraft: Weigh 3 aircraft plus at least 50 percent of the number over 3
• Over 9 aircraft: Weigh 6 aircraft plus at least 10 percent of the number over 9

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Training Manual Leveling and Weighing
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08-10 Weighing and Balancing

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Inspection/Check Actual Zero Fuel Weight (AZFW)


Sum of operational empty weight and payload. The AZFW must never exceed the
Weight Definitions maximum design zero fuel weight (MZFW).
The weight terms used throughout this manual are given below together with their Operational Take-Off Weight (OTOW)
respective definitions.
Maximum weight permitted at brake release for a given flight operation. This is a
Manufacturer's Empty Weight (MEW) function of airport and operational restrictions.
The weight of structure, power plant, systems, furnishings and other items of The OTOW must never exceed the maximum design take-off weight (MTOW).
equipment that are an integral part of a particular aircraft configuration, including
the fluids contained in closed systems. Operational Landing Weight (OLW)
The weights of all operator's items are excluded. Maximum weight permitted at touchdown for a given flight operation. This is a
function of airport and operational restrictions.
Operator's Items The OLW must never exceed the maximum design landing weight (MLW).
These items include the following:
1. Unusable fuel Maximum Payload
2. Oil for engines, IDG and APU The difference between the maximum design zero fuel weight (MZFW) and oper-
ational empty weight (OEW).
3. Water for galleys and toilets
4. Chemical fluid for toilets Maximum Useful Load
5. Aircraft documents and tool kits The difference between the maximum design take-off weight (MTOW) and opera-
6. Passenger seats and passenger life jackets tional empty weight (OEW). Useful load is the sum of payload and usable fuel.
7. Tables and baby bassinets
8. Galley structure and fixed equipment Maximum Design Taxi Weight (MTW)
9. Catering The maximum weight for ground manoeuvre (including the weight of run-up and
10.Pallets and baggage containers taxi fuel).
11.Emergency equipment including: Maximum Design Take-Off Weight (MTOW)
Evacuation aids, portable O2 bottles and boxes, extinguishers, megaphones,
The maximum weight at the start of take-off run.
flash lights, axes, first aid kits, emergency radio beacons, asbestos gloves and
smoke goggles, demonstration kits, life jackets for crew and children. Maximum Design Landing Weight (MLW)
12.Crew and their baggage
The maximum weight at which the aircraft may land.
Operational Empty Weight (OEW) Maximum Design Zero Fuel Weight (MZFW)
Sum of manufacturer's empty weight and operator's items weight.
The total maximum of operational empty weight (OEW) and payload. It is also the
Payload (P/L) maximum operational weight without usable fuel.
Sum of passengers, cargo and baggage. Minimum Weight
The minimum weight at which the aircraft may be operated.

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Figure 1: Reference Axis

25% RC
Z

18.850 m

17.8015 m 4.1935 m
2.738 m

0% 100%
2.540 m

aircraft datum line


H-arm = 0

7.000 m
5.073 m 12.6395 m
0 X

Y
0

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Definition of the Reference Chord and Relevant Formulae


The length of the reference chord = 4.1935 meters.
H-arm of reference chord leading edge = 17.8015 meters.
Percent reference chord and H-arm conversion:
A. An H-arm can be converted into percentage of the reference chord through:

H-arm – 17.8015
%RC = -----------------------------------------
0.041935

B. A percentage of the reference chord can be converted into H-arm through:

H-arm = ( % RC × 0.041935 ) + 17.8015

These conversions can be read on Table 1 on page 5, Table 2 on page 5 and


Table 3 on page 6.

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Table 1: Table of Conversion % RC to H-Arm Table 2: Table of Conversion % RC to H-Arm

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Table 3: Table of Conversion H-Arm to% RC

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A318/A319/A320/A321 08-10 Weighing and Balancing

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).

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Aircraft Weighing Record


(Platform Scale Weighing)

Weighing

Landing Gear Wheel Position Scale Reading Net Weight (Kg)


Nose Gear 1 2540 2540
2 2122 2122
4662
LH Main Gear 1 9250 9250
2 9370 9370
18620
RH Main Gear 3 9942 9942
4 8905 8905 As-weighed C. G. Calculation
18847
H-arm calculation
Record No: WB06-35
D E
C. G. Computation A B C
12.69 (r+21)
Additional Data H-arm = 20.29 - 2.738 sinA -
W
F
1 Pitch angle a (°) -0.2
2 Reaction force on nose (r) - average 4662 Kg A Distance from A/C datum to MLG reaction
Reaction force on LH main L/G - average 18620 Kg
B zCG above MLG axle
Reaction force on RH main L/G - average 18847 Kg
Total weight (W) - average 42129 Kg C Pitch attitude correction (positive nose up)
D Distance between main wheel reaction and NLG reaction
E Reaction on NLG
F Weighed weight

(4662 + 21)
20.29 - (2.738 sin (0.2)) - 12.69 = 18.869m Harm
42129

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Correction for surplus or missing items

Weight Arm Moment


(Kg) (m) (Kgm)

Aircraft as-weighed 42129.00 x 18.869 = 794932.1


+ +
Plus - Missing items 22.68 28.300 641.84
(Appendix A)

Minus - Surplus items 0.00 0.000 0.00


(Appendix B)
= =
Corrected 4215.68 : 18.874 795573.94

Index unit calculation


Weight (Harm) - 18.850
Index Unit = + 50
1000

= 51.01

%MAC calculation or from Table 3 on page 6


Harm - 17.8015
%MAC =
0.041935

= 25.57%
Appendix A

Missing Harms Weight Arm Moment


(Kg) (m) (Kgm)
Engine Oil 11.34 28.300 320.92
(flight spare)
Hydraulic Fluid 11.34 28.300 320.92
(flight spare)
22.68 28.300 641.84

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Training Manual Leveling and Weighing
A318/A319/A320/A321 08-21 Quick Leveling

08-21 Quick Leveling

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Training Manual Leveling and Weighing
A318/A319/A320/A321 08-21 Quick Leveling

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

• one in the cargo compartment to move the spirit level


• the other near the aircraft to operate the jacks.

Aircraft Lifting
Lift the aircraft 07-11-00-581-001.
Do not put the safety stay in position before you make the aircraft level.

Leveling of the Aircraft


1. Put the spirit level on a track, in the Y axis, perpendicular to the tracks, and op-
erate the hydraulic jack below the wing to get the transverse alignment.
2. Put the spirit level a track, in the X axis, and operate the hydraulic jack below
the fuselage to get the longitudinal alignment.

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Quick Leveling Procedure with the ADIRU Access to the Parameter Call-Up Menus

Procedure Enter the Parameter Alpha Call-up via MCDU.

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.

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Figure 1: MCDU Menu

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00

09 Towing and Taxiing

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

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.

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 1: Towing Fitting and Location

A
A

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 2: Towbar

TORSION

PUSH PULL

TURNING POINT
WITH RUBBER

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Training Manual Towing and Taxiing
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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.

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 3: Electrical Supply / N/W Steering Deactivation Electronic Box

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 4: Main Gear Towing (Front)

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 5: Main Gear Towing (Rear)

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 6: Towing Loads and Angles with Engines stopped

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Training Manual Towing and Taxiing
A318/A319/A320/A321 09-00 General

Figure 7: Allowed Towing Angles with Engines running (Idle Power)

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Training Manual Parking & Mooring
A318/A319/A320/A321 10-00

10 Parking & Mooring

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Training Manual Parking & Mooring
A318/A319/A320/A321 10-00 General

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

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Training Manual Parking & Mooring
A318/A319/A320/A321 10-00 General

Figure 1: Protective Equipment Covers

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Training Manual Parking & Mooring
A318/A319/A320/A321 10-00 General

Figure 2: Gear Safety Devices

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Training Manual Servicing
A318/A319/A320/A321 12-00

12 Servicing

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

12-00 General Figure 1: "NO STEP" Areas

"NO STEP" Areas


On the aircraft, a black point strip shows the "NO STEP"areas.
The english or bilingual markings are positioned so they can be read whether you
approach the aircraft from the front or the rear.
NOTE : R SIDE
It is permitted to walk on the THS in the center section only to use protective mat A SYMMETRICAL
of 3/8 inch thick rubber.It is not permitted to walk on the leading/trailing edges and
the tips.
A

B B

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

Table 1: Ground Service Connections Figure 2: Ground Service Connections

ITEM DESIGNATION IMean Height from


Ground in Meters(ft. in.)

1A Forward Lavatory Service Door 2.35 (7.8)


1B Aft Lavatory Service Door 2.79 (9.1)
2A Potable Water Service Door 1.75 (5.8)
2B Potable Water Service Door 2.59 (8.6)
3 External Power Receptacle 2.00 (6.7)
4 Ground Service Conditioned 2.60 (8.6)
Air Connection 3 1A 2A 7 6 2B 11
5 HP Air Ground Connector 1.76 (5.7)
6 Hydraulic System Ground 1.76 (5.7)
Service Panels
9A
7 Engine Oil Filling Connector:
Gravity Filling Cap 1.46 (4.9)
Pressure Filling Connection 1.42 (4.7) 8
8 Refuel/Defuel Coupling 3.40 (11.2)
9A Gravity Filling Panels (R. side) 3.60 (11.8)
9B Gravity Filling Panels (L. side) 3.60 (11.8)
10 IRefuel/Defuel Control Panel 1.80 (5.9)
5 10 1B
11 APU Oil Filling Connector 4.20 (13.7)

3 1A 2A 4 6 2B 11

9B

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

Table 2: Drainage Points Figure 3: Drainage Points

ITEM DESIGNATION IMean Height from


Ground in Meters(ft. in.)

1A DRAIN MAST WATER 1.73 (5.69)


1B DRAIN MAST FUEL 1.57 (5.16)
1C DRAIN MAST WATER 1.73 (5.69)
2 FUEL WATER DRAIN 1.57 (5.16)
2A FUEL WATER DRAIN 1.57 (5.16)
4 POTABLE WATER DRAIN 1.75 (5.80)
POTABLE WATER DRAIN 1.57 (5.16 1A 1B 1C
5 HP Air Ground Connector 1.76 (5.7)
6 POTABLE WATER FULL DRAIN 2.59 (8.60 2
WASTE DRAIN

2A
2

2
5 6
4

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

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)

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

Figure 5: Distribution of Ground Service Vehicles (A320)

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

Figure 6: Distribution of Ground Service Vehicles (A321)

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Training Manual Servicing
A318/A319/A320/A321 12-00 General

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Training Manual Maintenance Practices
A318/A319/A320/A321 20-00

20 Maintenance Practices

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Training Manual Maintenance Practices
A318/A319/A320/A321 20-00 Sta Lock Fasteners

20-00 Sta Lock Fasteners •


that its inner face aligns with the bottom internal face of the outer body (2).
Put the installation tool on the nut. Make sure that the tool lugs go into the nut
slots which do not contain the lockwasher tabs.
Removal / Installation • Turn the tool counterclockwise until the lugs go behind the nut.
• While you hold the outer body in this position, turn the installation tool core to
Removal put the lockwasher into position.
For removal of the tab lockwasher and the nut, special removal tools have to be Note: you can hear a click when the lockwasher circlip goes into the groove in the
used. nut.
1. Use the tab lockwasher removal tool to remove the tab lockwasher (3). APPENDIX
2. Put the removal tool core (1) in the fully extended position. Make sure that its Refer to the following tables for removal and installation of the STA-LOCK
inner face aligns with the bottom internal face of the outer body fasteners.
3. Put the tool on the nut. Make sure that the tool lugs go into the nut slots which
do not contain the lockwasher tabs.
4. Turn the tool until the lugs go behind the tabs of the lockwasher(3).
5. Turn the core (1) to remove the lockwasher (3).
6. Remove the lockwasher (3) from the removal tool.
7. Get the correct wrench tool.
8. Put it in position in the slots of the nut (4) and remove the nut (4).

Installation
Installation of the nut and of the lockwasher.
Appropriate installation tools have to be used.

Installation of the nut (4)


1. Make sure that the protrusion shaft (5) is not less than the minimum length.
2. Get the correct wrench tool.
3. Apply commom grease (No 04-004) on the threaded part of the shaft to ease
the installation of the nut.
4. Install the nut with the wrench tool.
5. Torque the nut to the correct value with a torque wrench.

Installation of the lock washer (3)


• Using the lockwasher installation tool, put the lockwasher in position on the
threaded part of the shaft (5) and make sure that the lockwasher tabs are
aligned with the slots of the nuts (4).
• Put the installation tool core (1) in the fully extended position and make sure

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Training Manual Maintenance Practices
A318/A319/A320/A321 20-00 Sta Lock Fasteners

Figure 1: STA - Lock Washer


LOCKWASHER EXTRACTION

4 - NUT

3 - LOCKWASHER
LOCKWASHER INSTALLATION

5 - SHAFT

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Training Manual Maintenance Practices
A318/A319/A320/A321 20-00 Sta Lock Fasteners

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Training Manual Study Questions
A318/A319/A320/A321 Chapters 00 - 20

00-20-Study Questions
00-00 General Information 6. How is "hard landing" defined?

1. What does the abbreviation "FIN" mean?

2. What is the meaning of the lettercode "GG" in a FIN?


7. In the load report 15, what is the definition of S3 and S4 in VRTA?

05-00 Time Limits- Maintenance Checks


3. What is a leak?
06-00 Dimensions and Areas
8. Name the “unit zones” of the cockpit:

4. What is a leakage

9. How are the stations on the airbus family designated? In millimeters(mm) or


inches?

5. What do you have to do, if you find some damage in the phase 1 during a un-
scheduled maintenance check?

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Study Questions 00-20-1
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Training Manual Study Questions
A318/A319/A320/A321 Chapters 00 - 20

10.Where is the datum line of the A32Fam? 07-00 Lifting and Shoring
16.Where are the main jacking points located?

11.Where can we find the sub - zone 330?

17.Where can you find the trim indicator?


12.What is a unit zone

18.Are the wing jacking pads identical for both sides?


13.Where is the section 13/14

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?

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Study Questions 00-20-2
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Chapters 00 - 20

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?

09-00 Towing and Taxiing


22.What is the maximum allowed towing angle of the nose landing gear with en-
gines running?
12-00 Servicing
27.Why it is not allowed to walk on a "NO STEP" area?

23.The location of the towing lever is on the...


28.Where can you find the External Power Receptacle?

10-00 Parking and Mooring


20-00 Standard Practices
24.Where are the gear safety devices located in the aircraft?
29.How much is the torque value on a Sta Lok nut NSA5454-10?

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Study Questions 00-20-3
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Training Manual Study Questions
A318/A319/A320/A321 Chapters 00 - 20

30.How has a Sta-Lok nut to be installed?

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Study Questions 00-20-4
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