Beruflich Dokumente
Kultur Dokumente
M11.03
Airframe Structures – Aeroplanes
ATA 51--57
eJAMF M11.03 E
For training purposes only.
E Copyright by Lufthansa Technical Training.
LTT is the owner of all rights to training documents and training
software.
Any use outside the training measures, especially reproduction
and/or copying of training documents and software -- also extracts
thereof --in any format all (photocopying, using electronic systems
or with the aid of other methods) is prohibited.
Passing on training material and training software to third parties
for the purpose of reproduction and/or copying is prohibited without
the express written consent of LTT.
Copyright endorsements, trademarks or brands may not be re-
moved.
A tape or video recording of training courses or similar services is
only permissible with the written consent of LTT.
In other respects, legal requirements, especially under copyright
and criminal law, apply.
Lufthansa Technical
Training
Dept HAM US
Lufthansa Base Hamburg
Weg beim Jäger 193
22335 Hamburg
Germany
Page: 1
Lufthansa Technical Training
AIRFRAMGE STRUCTURES FUNDAMENTALS
FUSELAGE
ATA 53
FUSELAGE
MONOCOQUE CONSTRUCTION
The fuselage is the main unit of the aircraft structure and provides space for
passengers, cargo and other equipment.
The fuselage consists of several sections. The sections are numbered or de-
scribed for example section eleven or nose forward fuselage.
Aircraft have mainly 2 types of fuselage construction named monocoque and
semi--monocoque construction.
A monocoque construction uses frame assemblies and bulkheads to give
shape to the fuselage and the aircraft skin is riveted directly onto the frame.
This type of construction permits the skin to contain cabin pressure and also
permits it to be strong enough to keep the fuselage rigid.
The biggest problem with the monocoque construction is trying to maintain
enough strength in the skin and also keeping the weight within permitted limits.
For Training Purposes Only
MAINFRAME COMPONENTS
The fuselage mainframe consists of components, for example, frames,
bulkheads, stringers, floor beams, floor--to--skin shear ties and a keel beam.
Frames help to maintain the shape of the fuselage and reduce the column
length of the stringer, which prevents general aircraft instability. They also help
to carry and distribute different loads which are caused by structural stress, for
example, shear and tension.
When frames are used in constructing the fuselage they are normally spaced
20 inches apart.
Bulkheads carry and distribute different loads of the fuselage. They are located
in areas such as teh nose and tail of the fuselage, the wheel well and the
wings.
Several pressure bulkheads form part of the pressurised cabin of a fuselage,
for example, the forward pressure bulkhead and the aft pressure bulkhead.
Pressure bulkheads are installed to withstand cabin pressure.
For Training Purposes Only
CENTER SECTION
The fuselage center section provides part of the cabin with a structure for
joining the center wing box and main landing gears together. The area
underneath the cabin floor of the aircraft is unpressurized. A pressure boundary
is made by the upper skin panel of the center wing box and a pressure
diaphragm extends from the wing box above the main landing gears.
The forward and aft pressure boundary is created by the pressure bulkheads
which lie in front of the center wing box and at the end of the main landing
gear bay.
For Training Purposes Only
TAIL SECTION
The tail section is designed to carry different loads from the empennage. It is
constructed and formed of frames, stringers and skin panels which are riveted
together.
For Training Purposes Only
DOORS
CATEGORIES OF DOORS
Modern aircraft have different types of doors. The doors are classified by their
function as follows:
S main entry doors
S service doors
S cargo doors
S and emergency exit doors.
For Training Purposes Only
PASSENGER DOORS
The main entry doors allow the loading and unloading of passengers and
equipment quickly, safely and efficiently.
The doors on the left side of the aircraft are mainly used as passenger doors,
whereas the doors on the right side are mainly used as service doors for galley
servicing.
The main entry doors are numbered down the left side from nose to tail as one
left, two left and so on and down the right side as one right, two right...
For a quick passenger and crew evacuation in case of emergency all these
main entry doors can also be used as emergency exit doors.
For the evacuation of the upper deck in this aircraft type two additional doors
are installed as emergency exits only, and for the cockpit crew an additional
emergency overhead hatch is installed in the cockpit ceiling.
For Training Purposes Only
Forward
Cargo Door
Emergency Hatches
PASSENGER DOORS
INTRODUCTION CENTER LINING
The basic construction of the doors comprises the door structure, the linings The center lining covers the door structure and latch mechanism.
and the different mechanisms. It also incorporates the window, the assist handle, the access cover and the
The basic construction ensures effective door operation in normal and interior door handle.
emergency situations. There is a rectangular window in each main entry door for passengers and
Each main passenger entry door has an upper lining, a center lining and a crew.
lower lining. All windows can withstand cabin pressurization loads and are designed with
The upper, center and lower linings provide a decorative, protective cover for fail--safe features.
the door structure, the latch mechanism and the escape slide. The access door cover has a viewing window, which allows you to see the
position of the mode selector lever -- in the park or flight position.
LOWER LINING
You can see here how the cover is opened and the selector lever is moved to
The lower lining covers the escape slide and survival kit and it houses the pres- the park position. In this position you can open the door without deploying the
sure gage viewing window. escape slide .
The lower lining is connected to the center section by a hinge and can be You use the interior door handle to open and close the main entry door.
opened by pulling on the bottom of the lining. While moving the main entry door handle to the open position you have to use
Behind the lower linding you will find the emergency escape pack. the door assist handle on the aft edge of each door. It can be used as a hand
The escape pack can be a slide or a slide/raft configuration. The escape pack hold for manually opening and closing the door.
is held on the door behind the lower lining in a packboard assembly. You have now opened the main entry door in three steps -- you’ve moved the
A sea survival kit is housed in the lower lining for slide/raft configurations. mode selector lever to park, you’ve opened the door handle and you’ve used
the door assist handle to open the door fully.
You should notice that Boeing and Airbus use different terms for the selector
lever modes. Boeing’s ’park’ and ’flight’ mean the same as ’manual’ and
’automatic’ on Airbus.
UPPER LINING
For Training Purposes Only
The door upper lining covers the door structure and latch mechanism. It also
houses the escape slide lamp.
On the 747 the door opens by rotating on its axis. When the door is completely
open, the lamp faces the exterior and can illuminate the inflated slide.
DOOR STRUCTURE
The door structure is a riveted assembly of the outer skin, inner skin and inner
framework.
The door structure provides the housing for the opening, locking and
emergency mechanisms.
It also provides the housing for the door suspension, the door seal and the
upper and lower gates.
The outer skin of the door covers the structure and ensures aerodynamic
quality.
The inner skin, which has been removed in this graphic, covers the door
structure and provides additional strength.
The door structure consists of the door frame, beams, formers and intercostals.
The door frame surrounds the structure. Note that the upper and lower gates
are not part of the frame.
The beams are the main structures inside the frame.
The formers are connecting parts or attach brackets.
The intercostals provide additional rigidity.
In summary the door structure consists of a frame, which is strengthened by
beams, formers and intercostals.
For Training Purposes Only
UPPER GATE
BEAMS
FRAME FORMERS
INTERCOSTALS
For Training Purposes Only
LOWER GATE
DOOR FRAME
The door frame houses the pressure stop fittings, the packboard brackets and
a seal.
The pressure stop fitting is on the door frame and holds the door closed when
the cabin is pressurized.
It achieves this by means of a pressure stop pin. The pressure stop fitting also
adjusts the door to its correct position by means of the pin.
The pressure stop fitting with pin mounted arround the door transmits pressure
loads to the fittings surrounding the fuselage structure.
The stop pin is adjustable to bring the door into its correct position and holds
the door flush with the fuselage when it is closed.
DOOR SEAL
The main entry doors are fitted with seals. The seals prevent loss of
pressurized cabin air and the rain from leaking into the cabin.
Two types of seal are fitted to the main entry doors: flap--type mechanical seals
and diaphragm seals.
The flap--type mechanical seal is attached around the door. When the door is
closed and latched, the seal contacts the fuselage frame and forms a pressure
and weather seal.
The diaphragm seals are attached on the inside of the upper and lower gate
hinges. The seals flex when the gates are opened or closed.
They form pressure and weather seals between the gates and the door
structure.
On the A320 the door seal is a rubber tube with spaced pressurization holes.
It is installed on the inner side of the outer skin on the edge of the door.
For Training Purposes Only
When the door is closed, the seal presses against the fuselage door frame and
is inflated by cabin air pressure to form a pressure--tight seal.
Boeing Airbus
For Training Purposes Only
EMERGENCY DOORS
TYPES OF EMERGENCY DOORS
The emergency doors which we will discuss in this lesson are the main entry
doors, the upper deck doors, the emergency hatches and the overhead hatch.
The main entry doors and the emergency hatches allow the passengers to
evacuate the aircraft safely and quickly at ground and sea level.
The upper deck doors allow passengers to evacuate the upper deck in a safe
and speedy manner.
The overhead hatch provides an emergency exit for the flight crew from the
cockpit.
For Training Purposes Only
Lockout Mechanism
An overcenter spring detents the mode selector lever in the manual or
automatic position, to prevent an intermediate position of the lever.
The mode selector lever also operates the lock--out mechanism by means of
the lock--out cam.
The lock--out mechanism prevents the door of changing the mode from manual
or automatic when the door has been opened.
This prevents damage to the emergency actuation mechanism and inadvertent
operation of the door in automatic mode.
For Training Purposes Only
Escape Slide
The emergency slide itself is connected by means of a girt and girt bar.
The girt connects the slide to the girt bar and one end is wrapped around the
girt bar.
The slide and girt bar are normally inside the door lower lining.
The girt bar mechanism is controlled by the mode selector lever. In turn it
engages the girt bar in automatic mode or disengages it in manual mode.
Moving the mode selector lever operates the stop crank via a pushrod.
The pushrod between the crank stop and girt bar makes the girt bar torque
shaft rotate.
The rotation of the girt bar torque shaft operates the girt bar mechanism.
The girt bar mechanism controls the girt bar lifter via a crank and pushrods to
engage the girt bar in automatic mode or to disengage it in manual mode.
The girt bar is installed in the free end of the slide pack girt and retains the girt
at the entry door opening threshold when the slide is deployed.
Bar locks are installed at each end of the girt bar and lock the girt bar into the
floor brackets at each end of the entry door threshold in automatic mode.
The bar locks engage the girt bar to the floor brackets and disengage the girt
bar lifter.
The lifter itself retains the girt bar in manual mode and the door can be opened
without deploying the slide.
For Training Purposes Only
Trigger Mechanism
While opening the door, the trigger mechanism on the door hinge arm en-
ganges the emergency power lever assmbly on the body torque tube and arms
the escape slide inflation system in the automatic mode.
The trigger mechanism consists of a spring cartridge, a trigger and an
emergency power roller.
For Training Purposes Only
Reservoir Pressure
You must remove the emergency power reservoir from the aircraft after it has
been used or if the pressure is low.
To check the pressure, you must look at the pressure gage.
The pressure gage is on the emergency release mechanism. You must
compare the pressure reading on the gage with the permitted pressures from
the pressure--temperature chart.
The green band on the pressure gage is not an indication of sufficient pressure.
You must also check permitted pressures on the pressure--temperature chart.
For Training Purposes Only
Safety Device
When working around or with the reservoir or any mechanism connected to it,
you must install the safety pins.
The safety pin is a set of two pins connected by a lanyard with a streamer
attached.
You must be careful when you are handling charged or partially pressurized
reservoirs to prevent movement of toggle lever to the actuated position.
The accidental discharge of the reservoir could injure people or damage
equipment.
Also make sure that you install a safety pin into the mode selector lever in park
mode to prevent moving the lever into flight mode.
For Training Purposes Only
ESCAPE SLIDES
The escape slide and raft are released when the door emergency system is
activated as the door is opened beyond the cocked position.
The escape slide/raft girt bar is installed in the free end of the slide pack girt to
hold the girt at the entry door opening threshold when the slide is deployed.
The packboard release mechanism is connected by girt straps to the girt which
applies a tension load.
When the door reaches an open position of approximately 60 degrees, this
load pulls the packboard. The slide/raft can now fall away from the packboard
and out of the door lining cavity. The slide/raft assembly deploys immediately.
A stored gas bottle inflates the slide raft assembly. The bottle is part of the
escape pack assembly.
A lanyard attached to the girt actuates the stored gas bottle assembly to
discharge the gas.
There is an inflation handle on the girt assembly which allows you to inflate the
slide manually if the slide is not inflated automatically.
You can check the pressure in the bottle through a viewing port in the door
lining. If the pointer is in or above the green band, the pressure in the gas
bottle is sufficient. If the pointer is below the green band, the pressure is not
sufficient and the slide must be removed and unpacked to change the stored
gas bottle.
For Training Purposes Only
CARGO DOORS
CARGO DOOR TYPES
The forward, aft and bulk cargo doors allow the loading and unloading of
freight, equipment and baggage from the lower compartments.
The side and nose cargo door allows the loading and unloading of freight,
baggage and equipment from the main deck cargo compartment.
The forward, aft and side cargo doors open outwards and are operated electri-
cally or hydraulically.
The bulk cargo door is different from the other cargo doors; it opens inwards
and is operated manually.
For Training Purposes Only
BASIC CONSTRUCTION
Intrduction
Each door is an aluminum covered structure consisting of an outer skin,
internal frames, webs and stiffeners.
The structure of the aft, forward and side cargo door provides the door
suspension, the master latch lock mechanism, the latch mechanism and the
hook mechanism.
For Training Purposes Only
Centering Roller
A centering roller at the bottom of the side, forward and aft cargo doors enters
a fitting on the door sill to ensure alignment of the latches.
For Training Purposes Only
DOOR OPERATION
Introduction
The cargo door is electrically operated from outside by a control panel and also
from inside by a control panel.
To open the cargo door, you must check that the power on light is illuminated.
To open the door, you use the interior or exterior control switch.When you push
the control switch up the latches closed light goes out and the door is fully open
the door open light illuminates.
On an Airbus you can open the forward or aft cargo door only when the door is
unlocked.To open the door, you have to turn and hold the selector in the open
position.
An electric pump drives the door hydraulic system and opens the door by
means of actuators.
The door up light comes on in green when the door is fully open.
For Training Purposes Only
Boeing
Airbus
For Training Purposes Only
Locking Handle
The locking handle on the Airbus releases the cargo door safety mechanism for
cargo door open and closed operation.
It operates the safety, vent door and drift pin and locking mechanisms.
The safety mechanism houses a safety shaft and 6 safety cams.
When you pull the locking handle away from the cargo door you can open it by
pulling.
When you pull the handle the safety shaft turns and the safety cams move
away from the locking hooks.
For Training Purposes Only
Safety Shaft
The safety shaft also moves the vent door mechanism.
The vent door provides pressure relief by opening inward when the differential
pressure between inside and outside of the fuselage is greater than one pound
per square inch.
A linkage transmits the movement of the safety shaft to the vent door and
opens and closes the door.
For Training Purposes Only
Hook Mechanism
On Boeing aircraft the cargo door operation uses a hook and lifting mecha-
nisms.
The cargo door hook mechanism moves the door from fully closed to the open
position before the lift mechanism can lift the door to fully open.
The hooks are connected to the hook torque tube.
During closing, the hooks guide the cargo door into position before the latches
engage.
For Training Purposes Only
Lift Mechanism
The lift mechanism on the side cargo door principally consists of a lift power
unit, gearbox and brake assemblies, rotary actuators and rotary actuator links.
For Training Purposes Only
WINDOWS
INTRODUCTION
The aircraft windows, are the cockpit windows, the cabin windows and ob-
server windows.
All windows allow maximum visibility for the passengers and the flight crew
and they also have to hold cabin pressure.
The cockpit windows give additional protection against bird impact and ice
build--up
For Training Purposes Only
Figure 50 Windows
HAM US KhA Dec. 2006 Page: 101
Lufthansa Technical Training
AIRFRAME STRUCTURES FUNDAMENTALS
WINDOWS
ATA 56
COCKPIT WINDOWS
Cockpit windows are found at the forward section of the aircraft.There are
normally six cockpit windows on most modern aircraft which are evenly spaced
around the flight deck compartment. The cockpit windows are mostly
symmetrically numbered as window one left and one right and window two left
and two right and window three left and three right.
Generally, the two forward cockpit windows are known as flight deck
windshields.
The side windows number two are located on either side of the cockpit
compartment. On most aircraft types they are able to slide open. These
windows can be used as flight crew emergency exits and also give the crew a
direct vision on ground.
For Training Purposes Only
CABIN WINDOWS
Cabin windows are located on either side of the passenger compartment of the
aircraft. They are designed to allow the passengers to see through them and
also to hold in cabin pressure. They also help to protect the passenger from
bad weather such as rain, hail. These windows are attached to frames which
are part of the fuselage. The window frame is riveted to the inner surface of the
fuselage skin.
The frame holds two panes of glass in place and carries the loads from the
aircraft structure.
Cabin windows are installed with a seal from the inner side of the fuselage into
the window frame by a retainer ring with nuts and bolts. The cabin windows
have two panes, an inner pane and an outer pane The two panes of glass are
made of special acrylic glass and are designed to hold differential pressure.
The inner pane has a small vent hole in the center near the bottom. This hole
makes sure that during normal operation, the pressure between the panes is
the same as the cabin pressure. In case the outer pane fails, the inner pane
can carry the full differential pressure if the outer pane brakes.
For Training Purposes Only
WINGS
INTRODUCTION
The main function of the wing is to create lift which keeps the aircraft in flight.
The wings also store fuel for flight and house the fuel system components.
They also give support for the engines and flight controls and other systems.
The wing structure usually has 3 main areas. These are: the left, center and
right wing boxes. They are permanently joined together to form the mainframe
of the wing and the function of this mainframe is to transmit various loads to
the fuselage structure.
For Training Purposes Only
SKIN PANELS
The skin panels form the exterior surface of the wing. and they are reinforced
by stringers on the inner surface of the skin. The thickness of the wing skin
panel is tapered and decrease in the outboard direction. The upper skin panel
carries mainly compression loads and is made of aluminum-zinc alloy. The
lower skin panel carries mainly tension loads to the fuselage structure and is
made of a aluminum-copper alloy.
Usually, lower wing skin panels have access doors and openings located be-
tween the wing ribs.
For Training Purposes Only
SPARS
The wing front and rear spars are designed to carry loads. They are connected
to the lower and upper skin panels by rivets and bolts.
The depth of the spars taper outboard towards the wing tip.
For Training Purposes Only
Spars cont...
The front spar is a beam with vertical stiffeners, upper and lower chord angles
and a spar web.
Vertical stiffeners are attached to the two sides of the spar web and supply a
way of attaching the leading and trailing edge ribs.They also give more rigidity.
Chord angles are attached to the spar web, vertical stiffeners and ribs with
bolts.
The spar web is a plate that is located beside the upper and lower wing skin
panels and forms the forward end of the wing box.
For Training Purposes Only
Spars cont.
The rear spar is constructed in a similar way to the front spar. In addition, you
find the landing gear support arm sometimes is called the „false rear spar“.
The landing gear support arm distributes the aft main landing gear loads to the
wing rear spar and the fuselage structure.
For Training Purposes Only
RIBS
Ribs lie diagonally and adjacent in the wing box depending on the aircraft type.
Ribs are able to carry torsion, compression and shear loads and also give
shape to the wing and provide walls for the fuel tanks.
For Training Purposes Only
Figure 62 Ribs
HAM US KhA Dec. 2006 Page: 125
Lufthansa Technical Training
AIRFRAME STRUCTURES FUNDAMENTALS
WINGS
ATA 57
LEADING EDGE
The leading edge structure is at the forward end of the wing profile and
supports the flaps and slats structure, depending on the aircraft type.
The leading edge structure has stiffeners,ribs and an upper and lower skin
panel. In general, the skin panel is made of a composite material in order to
save weight.
The nose cap of the leading edge structure is made of an aluminum alloy.
For Training Purposes Only
TRAILING EDGE
The trailing edge is the aft end of the wing profile. The trailing edge structure
supports the flight controls and their operation and other aircraft system
equipment, tubing cables and wiring. The trailing edge structure is made of
ribs, stiffeners, beams and skin panels.
For Training Purposes Only
NACELLES / PYLONS
PYLON AND NACELLE
The pylon is located under each wing of the aircraft and has different functions.
It supports the engines which are on each wing, supports and routes systems
between the engine and the wing, but the main function is to carry all the loads
from the engine to the torque box.
The pylon which is also known as the strut is usually constructed with a frame
and skin structure. These are riveted and bonded together to form a nacelle
strut assembly. Furthermore, the strut assembyl is divided into a primary and a
secondary structure. The nacelle strut assembly has a torque box, firewall and
fireseal, fairings, strut drains, fan cowl support beam and engine attach fittings.
For Training Purposes Only
STABILIZER
INTRODUCTION
The empenage is an unpressurised area and consists of a vertical stabilizer,
dorsal fin and rudders, horizontal stabilizers and elevators and a tail section
with a tail cone.
The tail section has attach fittings for the vertical stabilizer, the tail cone and
the horizontal stabilizer.
For Training Purposes Only
Introduction cont.
The tail cone forms the aft end of the fuselage and as you can see is made of
frames, stringers and skin panels riveted together.
The tail cone is a removable single unit, which has an APU compartment,
access doors for dismantling and inspection of the APU and provides APU air
intake and exhaust.
For Training Purposes Only
HORIZONTAL STABILIZER
Horizontal stabilizers allow pitch trim control and on some aircraft can be used
as a fuel tank. The horizontal stabilizer can be constructed as a single piece
structure or as a 3 piece structure.
Here you see a single piece horizontal stabilizer, this type of structure has
structure boxes that are joined to a center joint rib and extend outboard from
this rib.
There is also a removable leading edge, a hinged elevator and a tip bolted onto
the end of the structure box.
For Training Purposes Only
VERTICAL STABILIZER
The vertical stabilizer is located on the top of the tail section. You frequently
find that the vertical stabilizer, which is also known as the fin, has a forward
and aft torque box, a fin leading edge and a fin tip assembly.
The movable rudders are attached to the trailing edge of the fixed vertical
stabilizer. The rudders provide the aircraft with directional control.
You may already have realised tha the rudder structure is similar to the elevator
structure.
You can see here that the vertical stabilizer also has a rib structure.
The fin tip is located at the upper end of the vertical stabilizer.
The dorsal fin is used to join the vertical stabilizer smoothly to the fuselage and
is constructed of machined aluminum skin, small ribs and on some aircraft of
composite material.
For Training Purposes Only
SURFACES
SURFACE HINGES
Hinges connect the flight control surfaces to the adjacent structure.
Each of the hinges has a hinge support on the adjacent structure. In this
example there are 5 hinge supports on the wing structure, each connected to
the aileron by a hinge.
1 of the hinges is a primary or master hinge, and the other one is a normal
hinge.
For Training Purposes Only
SURFACE FLUTTER
Control surfaces have a tendency to flutter during flight. Surface flutter results
from the competition between
S the down--going tendency of a surface with a center of gravity such as this,
and
S the up--going effects of the airloads.
Surface flutter is prevented if the control surface is hydraulically powered or by
static balancing if the control surface is mechanically operated.
With static balancing, balance weights are fitted in front of the hinge line to
offset the mass of the surface behind the hinge line. The surface is balanced
when the center of gravity coincides with the hinge line.
For Training Purposes Only
STATIC BALANCING
Repairs to the flight control surface usually increase the weight behind the
hinge line and require the static balancing to be adjusted.
The surface is removed from the aircraft and set in a horizontal position.
It is supported on its bearings by a special frame and at the trailing edge by a
weighing scale.
Adjustable balance weights are added to the surface until the scale reads zero.
For Training Purposes Only
Surface Bearing
Surface Repair
For Training Purposes Only
DEFLECTION ANGLES
In this part of the lesson you will learn how the deflection angles of a control
surface are measured.
The deflection angle of this aileron is
S the angle between the wing reference plane, or airfoil chord, and
S the surface reference plane, or surface chord.
The deflection angle of all control surfaces is measured in relation to the zero
position. In the zero position the wing reference plane is aligned with the
surface reference plane.
Surfaces such as this aileron are in the zero position when the surface is flush
with the adjacent airfoil.
For Training Purposes Only
SAFETY PRECAUTIONS
Safety precautions must be taken when working with flight control surfaces.
Surfaces move rapidly when they are actuated and this can be very dangerous.
It is important to ensure that the travel range of the surfaces being worked on
is free of personnel and equipment. This reduces the risk of injury and also the
risk of damaging the surface.
Safety devices, such as this one on the spoiler actuator, should be installed to
prevent inadvertent retraction of an extended surface
Warning notices should be displayed on the cockpit controls when work is in
progress on the associated actuators or surfaces.
It is also important to ensure that adequate inter phone contact is maintained
between the personnel operating the controls in the cockpit and the personnel
working on the surfaces.
For Training Purposes Only
Page i
TABLE OF FIGURES
Figure 1 Types of Fuselage Construction . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Door Opening from Outside . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Types of Fuselage Construction . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Cargo Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Centering Roller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Cargo Door Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Mainframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Bulck Cargo Door Suspension . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Handle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Tail Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Master Latch Lock Mechanism . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Categories of Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Cargo Door Control Panels . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Passenger and Emergency Exit Doors . . . . . . . . . . . . . . 21 Figure 45 Locking Handle Airbus . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Cargo and Service Doors . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Safety Shaft / Vent Door . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Doors on small Aircraft (A320) . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Hook Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Door Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 49 Lift Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 48 Cargo Door Opening & Lifting Mechanism . . . . . . . . . . . 99
Figure 15 Door Frame & Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Door Support System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Cockpit Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Door and Body Torque Tube . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Layers of Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Door Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Layers of Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Door Handle and Locking Mechanism Type 1 . . . . . . . . 39 Figure 54 Window Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Door Locking Mechanism Type2 . . . . . . . . . . . . . . . . . . . 41 Figure 55 Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Types of Emergency Doors . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Wing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Mode Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Outer Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Lockout Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Skin Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Escape Slide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Wing Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Trigger Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Wing Front Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Striker Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Wing Rear Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Emergency Power Reservoir . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Reservoir Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Safety Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Door Slide Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Wing Trailing Edge Examples . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Upper Deck Door Latch Mechanism . . . . . . . . . . . . . . . . 63 Figure 66 Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Emergency Hatch Locking Mechanism . . . . . . . . . . . . . . 65 Figure 67 Pylon and Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Slide Release Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Torque Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Mode Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Torque Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Door Opening from Inside . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Fan Cowl Support Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Page ii
TABLE OF FIGURES
Figure 71 Tail Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 72 Tail Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Horizontal Stabilizer (Single Piece Structure) . . . . . . . . . 147
Figure 74 Horizontal Stabilizer (3 Piece Structure) . . . . . . . . . . . . . 149
Figure 75 Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Control Surfaces (Hinges) . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Components of Surface Hinges . . . . . . . . . . . . . . . . . . . . 155
Figure 78 Position of Sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 Surface Flutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 Deflection Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82 Establishing Zero Position . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Page iii