M13 Aircraft Structures

Fundamentals
eJAMF Training Manual
M11.03
Airframe Structures – Aeroplanes
ATA 51--57
EASA Part-66 Cat. B1
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
Tel: +49 (0)40 5070 2520

Fax: +49 (0)40 5070 4746
E-Mail: Customer-Service@LTT.DLH.DE
www.Luthansa-Technical-Training.com
For Training Purposes Only Lufthansa Technical Training
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
HAM US KIJ Dec. 2006 Page: 2

AIRFRAMGE STRUCTURES FUNDAMENTALS
FUSELAGE
ATA 53
Figure 1 Types of Fuselage Construction

HAM US KIJ Dec. 2006 Page: 3
AIRFRAME STRUCTURES FUNDAMENTALS
FUSELAGE
ATA 53
SEMI - MONOCOQUE CONSTRUCTION

In a semi--monocoque construction, the skin shares the load with the stringers,
the frames and with an additional clip.
Compared with the monocoque construction, the skin is riveted t the clip and
the clip is riveted to the frame. This type of construction makes the fuselage
more flexible and has a good strength-to-rigidity-ratio.
Therefore, a semi--monocoque fuselage construction can withstand a high
amount of damage and can still be strong enough to remain intakt.
HAM US KhA Dec. 2006 Page: 4

FUSELAGE
ATA 53
Figure 2 Types of Fuselage Construction

FUSELAGE
ATA 53
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.

FUSELAGE
ATA 53
Figure 3 Mainframe Components

FUSELAGE
ATA 53
Mainframe Components cont.

Stringers give shape to the fuselage shell and they are located on the inner
side of the aircraft skin panel. They are designed to carry loads because of the
fuselage bending, shear, torsion and cabin pressure.
Stringers are connected to each other by stringer splices on production breaks
and make way only for structural openings such as windows and doors.
Stringers pass through cut--outs in the frame of a monocoque construction and
are attached to the skin by rivets. On semi-monocoque constructions you can
also find them attached to the frames by angle--shaped or T--shaped clips.
Clips are usually found on the inner surface of the skin and are attached to the
frame and also to the stringer. The main purpose of these clips is to transfer
the pressure load from the skin panel to the frame and assist the frame in
carrying compression stress.
Floor beams lay horizontally and are adjacent to the skin panel. As you can
see, they are attached to the frames and help to carry the pressure loads
across the fuselage. Floor beams are also able to support cabin pressurisation
and can absorb the normal loads of the seat tracks and floor panels.

FUSELAGE
ATA 53

FUSELAGE
ATA 53

Floor--to--skin shear ties extend along the two sides of the fuselage and are
level with the floor beams. They are attached to floor beams, frames and skin
stringer and provide an additional path for distributing cabin pressure loads.
The skin forms the external surface of the fuselage. The skin and its
reinforcements are the largest item of the fuselage structure and therefore form
the most important part of the structure. As the stringers and frames are
spaced at regular intervals, it is the skin that carries the majority of the primary
loads. Thus, the skin helps to prevent buckling and maintains the fuselage
cross--section.

FUSELAGE
ATA 53

FUSELAGE
ATA 53

The keel beam is located through the center wing section of the fuselage. It
supports the wheel well area where a maximum amount of bending can occur
and can transport wing loads. The keel beam is made up of compression
chords and a shear web structure containing stiffeners.
The wheel well area does not need a skin/stringer system because of the keel
beam. This let the retraction of the landing gears into the wheel well area.
The keel beam and the skin/stringer panels of the lower half of the forward and
aft fuselage carry the loads.

FUSELAGE
ATA 53

FUSELAGE
ATA 53
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.

FUSELAGE
ATA 53
Figure 7 Center Section

FUSELAGE
ATA 53
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.

FUSELAGE
ATA 53
Figure 8 Tail Section

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
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.
HAM US NeD September 06 Page: 18

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
Figure 9 Categories of Doors

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
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.

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
Figure 10 Passenger and Emergency Exit Doors

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
CARGO AND SERVICE DOORS

The service doors provide access to various compartments such as the
stabilizer, the hydraulics or the electronics compartments, for maintenance
purposes.
Cargo doors allow freight and equipment to be loaded and unloaded in a fast,
safe and efficient manner.
Different types of cargo doors are fitted to modern aircraft. In the lower part of
the aircraft generally a forward, an aft and a bulk cargo door are installed.
On some aircraft, in addition, a nose and/or a side cargo door allows cargo
loading for the main deck.
The bulk cargo door. This door gives access to the bulk cargo compartment
and is usually located on the aft lower right side of the fuselage.
The other cargo doors are the forward and aft cargo doors which give you
access to the forward and aft cargo compartments. They are located always on
the lower right side of the fuselage.
The side cargo door gives access to the passenger and cargo compartments
on the main deck and is here located on the aft left side of the fuselage.
The side cargo door is needed when the aircraft is operated in a mixed
passenger -- cargo version or as a full freighter.
A nose cargo door allows quick loading and unloading of large freight pieces.

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
Nose Cargo Door

Figure 11 Cargo and Service Doors

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
DOORS ON SMALL AIRCRAFT

Now we take a look at the doors on a smaller aircraft, for example the Airbus
320.
As you can see this aircraft type has four main entry doors. This is typical for a
small aircraft.
In addition to the main entry doors small emergency hatches are installed.
You can find 1 or 2 overwing emergency hatches on each side of the aircraft,
dependent on the aircraft size. They are used only in case of emergency to
allow a quick evacuation of the aircraft.
The cargo doors on this aircraft type are again called the bulk cargo door, loca-
ted on the lower aft right fuselage and the forward and aft cargo doors again
located on the lower right fuselage.

DOORS FUNDAMENTALS
INTRODUCTION
ATA52
Main Entry Door
Forward
Cargo Door
Main Entry Door
Aft Cargo Door
Bulk Cargo Door
Emergency Hatches
Main Entry Door

Main Entry Door
Figure 12 Doors on small Aircraft (A320)

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
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
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.
HAM US NeD September 06

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 13 Door Lining

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
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.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
UPPER GATE
BEAMS
FRAME FORMERS
INTERCOSTALS
LOWER GATE
Figure 14 Door Structure

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
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.
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.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Boeing Airbus
Figure 15 Door Frame & Seal

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
DOOR SUPPORT SYSTEM

Let us now have a look at the door suspension mechanism, which is used to
open and close the door. Aircraft have different suspension mechanisms, and
we will look at the Airbus door support system and the Boeing hinge mecha-
nism.
The door support system on the Airbus consists of a support arm, a lower link
which is also called the lifting lever, an upper link and guide arms.
The door is attached to the support arm by means of upper and lower links.
The lower link is the lifting lever. The upper link connects the door to the
support arm and allows the door to be moved up and down by the lifting lever.
The lifting lever enables the door to be lifted. The door moves upwards until it
clears the stop fittings. After lifting to the opening level, the door moves
outwards parallel to the fuselage.
The door is supported by the support arm and maintained parallel to the
fuselage by the guide arms.
The support arm houses the damper, the emergency operation cylinder and the
door stay mechanism.
The door stay mechanism locks the door once it is in the fully open position.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 16 Door Support System

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
HINGE MECHANISM & DOOR TORQUE TUBE

The Boeing aircraft uses a hinge mechanism which has a door torque tube, a
body torque tube and hinge arms.
The main function of the door torque tube is to rotate the door to the cocked
position by transmitting handle torque to the upper and lower hinges.
When the door handle is rotated, the door rotates around the door torque tube.
The door torque tube is connected to the body torque tube by hinge arms.
The body torque tube can be accessed from outside the aircraft by way of the
door maintenance access panel.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 17 Door and Body Torque Tube

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
DOOR LOCKING MECHANISM

Now we will look at the main components of the door locking mechanisms on
two types of aircraft door.
The first type, used on many Boeing aircraft, consists of door handles con-
nected to the handle mechanism via a control cam. The control cam controls
the latching crank, which opens the door by means of control rods and torque
tubes.
The second type used on Airbus aircraft, the door locking mechanism consists
of a gearbox activated by control handles.
The gearbox controls the locking hook by means of a locking shaft and con-
necting rods.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 18 Door Locking Mechanism

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
DOOR LOCKING MECHANISM TYPE 1

Door Handles
Each cabin door has a locking mechanism which is controlled from either
outside or inside by door handles.
The interior door handle allows the door to be opened and closed from inside
the aircraft without operating the exterior door handle.
The outside door handle is located in a recess flush with the outer skin.
In order to open the door from the outside, you push the latch button. This
releases the exterior handle from the stowed position.
You then grasp each end of the exterior handle, pull outward to clear the
handle recess panel and turn. You can then open the door.
Note that on this aircraft type the emergency system is automatically de--acti-
vated when the exterior handle is pulled outward.
On the aircraft types like the Boeing 737 you must deactivate the slides from
inside before you open the door from outside.
Door Locking Mechanism
On the next page you can see a more detailed graphic of the door locking
mechanism from inside the door.
When the door handle is turned the latching crank rotates.
The rotation of the latching crank is transmitted to the upper and lower torque
tubes by the upper and lower latching control rods.
The rotation of the torque tubes is transmitted to the upper and lower gates by
the upper and lower gate control rods.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 19 Door Handle and Locking Mechanism Type 1

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
DOOR LOCKING MECHANISM TYPE 2

On an Airbus aircraft you will find the following door locking mechanism.
The inner and outer door control handles operate the door locking mechanism.
The handles are coupled via a gearbox in such a way that the outer handle
does not move when the door is lifted by the operation of the inner handle.
The gearbox is linked by connecting rods to the locking shaft and to the lifting
lever.
The locking shaft operates a locking hook by means of a rod.
The locking hook locks or unlocks the door by means of a latch cam.
An arm on the locking shaft gives a visual indication which shows if the door is
locked or unlocked.

DOORS FUNDAMENTALS
PASSENGER DOORS
ATA52
Figure 20 Door Locking Mechanism Type2

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 21 Types of Emergency Doors

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
BOEING PASSENGER DOORS

Mode Selector Lever
The main entry doors have a power assist system that can operate in an
emergency.
The power assist system operates an actuator which forces the door to open
quickly.
During emergency opening, the escape pack and escape slide operate.
When the mode selector lever is placed in the automatic -- flight -- position, the
emergency system is armed for operation.
When the mode selector lever is in manual – park – position, the emergency
system is not armed and the slide does not deploy and inflate.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 22 Mode Selector Lever

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 23 Lockout Mechanism

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 24 Escape Slide

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 25 Trigger Mechanism

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
AIRBUS PASSENGER DOORS

On Airbus doors, a striker lever operates the emergency power system.
The striker lever is controlled by the emergency control handle via a linkage
and bellcrank.
The striker lever moves inward under the force of the percussion mechanism
which triggers the emergency operation of the door.
The percussion mechanism houses a release lever and a punching striker.
The striker lever causes the release lever to operate the punching striker when
the door moves upwards, if the emergency system is armed.
The punching striker releases the contents of the emergency power reservoir.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 26 Striker Lever

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
EMERGENCY POWER RESERVOIR

Introduction
On this Boeing Aircraft the emergency power reservoirs and their components
are located in the fuselage sidewall forward of the door.
On Airbus aircraft, the power reservoir is located on the door damper of the
door suspension.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 27 Emergency Power Reservoir

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 28 Reservoir Pressure Check

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 29 Safety Device

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
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.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 30 Door Slide Pack

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
UPPER DECK DOOR

Let’s now have a look at the upper deck door on th 747. It has a latch mecha-
nism which enables selection of door operating mode, operates the door
latches, the lift mechanism and the lift system for opening and closing the door.
The door has a flight lock mechanism which prevents door operation in flight.
The flight lock actuator is connected to a shaft which has an interference lever.
When the actuator is energized by the air/ground sensing system, the actuator
shaft rotates and the interference lever engages the stop on the internal handle
shaft, preventing operation of the handle.
A spring assists the flight lock actuator in the de--energized position.
A flight lock switch provides lock position indication to an indicating light on the
door annunciator panel.
When you raise the internal handle this causes the latch torque tube to rotate a
set of cranks. These cranks carry the latch rollers which latch and unlatch the
door.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 31 Upper Deck Door Latch Mechanism

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
OVERWING EMERGENCY HATCHES

On the Airbus 320 like other smaller aircraft types, you will find emergency
hatches instead of a door. A hatch is not hinged like the doors we saw on the
Boeing 747, but it has got a locking mechanism to hold it into place.
Therefore the most important components of the locking mechanism on the
emergency exit hatches are the locking shaft units and the hatch pull lever lo-
cated in the upper section of the emergency exit hatch.
The locking shaft unit includes the two locking hooks and the locking shaft.
When the emergency exit hatch is correctly locked, the locking hooks engage
in the upper roller fitting on the fuselage.
When you pull the hatch pull lever down, a connection rod transmits the
movement of the lever to the locking shaft unit and the locking hooks
disengage from the roller fitting.
The pull lever is normally retained in the up position by two tension springs.
Once the lever has been pulled down, it is blocked in the lower position by a
spring--loaded linkage.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 32 Emergency Hatch Locking Mechanism

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Overwing Emergency Hatches cont.

The third main element of the emergency exit hatch is the slide release mecha-
nism which is operated manually be the hatch control handle.
To get access to the hatch control handle, you pull down the cover flap from the
recess.
When you do this a slide armed visual warning in the cabin is activated.
If you pull the lever of the hatch control handle down you will have the emer-
gency hatch in your hand right after.
Because of the shape of the emergency exit hatch, it falls into the cabin if you
do not hold it.
When the emergency exit hatch moves inboard, the slide release mechanism
moves is operated and inflates the emergency escape slide.

DOORS FUNDAMENTALS
EMERGENCY DOORS
ATA52
Figure 33 Slide Release Mechanism

DOORS FUNDAMENTALS
PASSENGER DOOR OPERATION
ATA52

MODE SELECTOR LEVER
The mode selector lever arms the emergency mechanism when the lever is
placed in flight mode and disarms the emergency mechanism when the lever is
placed in park mode.
Park mode means operation of the door in normal circumstances on the ground
by an authorized person.

DOORS FUNDAMENTALS
ATA52
Figure 34 Mode Selector Lever

DOORS FUNDAMENTALS
ATA52
OPENING FROM INSIDE

To open the door from inside follow these instructions:
S open the access cover
S place mode selector lever to manual
S install mode selector lock--out pin
S check lever position in the viewing window
S rotate the handle to the cocked position
S push the door fully open using the assist handle

DOORS FUNDAMENTALS
ATA52
Figure 35 Door Opening from Inside

DOORS FUNDAMENTALS
ATA52
OPENING FROM OUTSIDE

Although the emergency system is disarmed when you open the door from the
outside, you also need to make sure that the door is in manual. You have to
read the instructions first.
Afterwards you can start to open the door from outside.
You have to butterfly the handle before you can rotate it through 90°.
You have to rotate the handle through 90°. The next step is to check that the
girt bar locks are free of the floor brackets.
If they are not free you must close the door and and ask for assistance, other-
wise the door operates in the emergency mode and can injure you.
The next step is to return the handle to the stowed and latched position flush
with the door. If the handle is not stowed and latched, the extended handle can
damage the fuselage skin when the door is fully opened..
Once the door is fully open with the hold open device engaged, you must verify
that the mode selector lever is in manual.
With the door fully open and the access cover open, you can insert the
lock--out pin.
The door is now held securely in the open position and the mode selector lever
is fixed in the manual position so you can enter the aircraft.

DOORS FUNDAMENTALS
ATA52
Figure 36 Door Opening from Outside

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 37 Cargo Doors

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 38 Cargo Door Structure

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 39 Centering Roller

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Cargo Door Suspension

The cargo door suspension consists of hinge segments attached externally to
the top of the door and the fuselage.
Note that on Airbus aircraft, a piano hinge connects the top of the cargo door to
the fuselage.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 40 Cargo Door Suspension

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Bulk Cargo Door Suspension

The suspension system of the bulk cargo door is different from that of the other
cargo doors. This cargo door is attached at its upper edge to the fuselage by
two hinge arms.
The bulk cargo door suspension system consists of hinge arms attached to the
fuselage and door. A snubber connects the hinge arm and door to the ceiling of
the cargo compartment.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 41 Bulck Cargo Door Suspension

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
MASTER LATCH LOCK MECHANISM

Cargo door operation is significantly different from the operation of the main
entry doors.
The cargo door latching mechanism is designed to be fail--safe and incorpo-
rates additional safety mechanisms and they are operated manually and elec-
trically while the main entry door system is manual only.
The master latch lock mechanism is a safety mechanism that locks the master
latch in position.
It operates 8 door lock sectors for the rotary latches. Note that there are 10
door lock sectors on the side cargo door.
The system also operates 2 pressure relief doors.
The master latch lock handles on the forward and aft cargo doors operate the
master latch lock mechanism.
The master latch lock system of the side cargo door can be operated by either
of two manual handles located in the same housing.
One handle is operated from outside. The other handle is operated from inside.
An interior handle retainer secures the inside handle. This prevents the door
from being unlocked and manually opened from outside the aircraft when the
upper cargo area is configured for passengers.
A word of warning: Do not operate the exterior handle unless the retainer
covering the interior handle is open. This is because the retainer prevents
movement of the interior handle so that the shear pin at the exterior handle
could be sheared.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 42 Handle Operation

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Master Latch Lock Mechanism cont.

The master latch lock mechanism is actuaded by the cargo door handle.
When the handle is rotated, the movement is transmitted to the master latch
lock torque tube and the relief door torque tube by the pushrods and cranks.
Rotation of the master latch lock torque tube operates the 8 lock sectors.
In addition the pressure relief doors open inward and provide pressure relief
between the outside and the fuselage interior.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 43 Master Latch Lock Mechanism

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Boeing
Airbus
Figure 44 Cargo Door Control Panels

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 45 Locking Handle Airbus

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 46 Safety Shaft / Vent Door

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 47 Hook Mechanism

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
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.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 48 Lift Mechanism

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Opening and Lifting Mechanism

On Airbus aircraft, the cargo door opening and lifting mechanism is hydrauli-
cally operated.
The system includes the duplex door actuators, two manual selector valves --
one for each cargo door -- and one electro--manual selector.
The spring--loaded selector on the cargo door control panel controls the manual
selector valve.
When you hold the selector in the open position, the manual selector valve is in
extension mode.
It energizes the electric pump and supplies the door hydraulic system with fluid
from the yellow hydraulic system.
The fluid flows through the electro--manual selector valve on the yellow ground
service panel and through the manual selector valve to the door actuators
which extend and open the cargo door.
The electro--manual selector valve controls normal and manual operation of the
cargo door hydraulic system.
In normal mode the lever is in the ’E--Pump’ position. In this mode the electric
pump pressurizes the system.
In manual mode the lever is moved to the ’Hand Pump’ position. In this mode
you can pressurize the door hydraulic system with the hand pump.

DOORS FUNDAMENTALS
CARGO DOORS
ATA52
Figure 49 Cargo Door Opening & Lifting Mechanism

WINDOWS
ATA 56
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

WINDOWS
ATA 56
Figure 50 Windows
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.

WINDOWS
ATA 56
Figure 51 Cockpit Windows

WINDOWS
ATA 56
Cockpit Windows cont.

All of the cockpit windows are made up of several layers of different materials
to form a laminated construction.
Thermally strengthened glass is very hard glass and is found on the outer side
of the cockpit windshields.
The two inner layers of the windshields are made of a chemically strengthened
glass which is a type of special acrylic glass which is hard and elastic.
All the layers of glass are bonded together by a special plastic called polyure-
thane.
A heating film on all cockpit windows located on the inner surface of the outer
glass provides an anti--ice and defogging system. The heating film is an
invisible conductor coating which heats up the window panels as electricity
flows through it.

WINDOWS
ATA 56
Figure 52 Layers of Windshields

WINDOWS
ATA 56

The fixed windows number three and sliding windows number two are built up
of two layers of stretched acrylic glass. The sliding windows are installed from
inside of the cockpit compartment. They move on rails.

WINDOWS
ATA 56
Figure 53 Layers of Windows

WINDOWS
ATA 56

The fixed windows and the windshields are installed externally and placed
directly on to the frame of the aircraft structure.
The cockpit windshields are attached to the frame on the fuselage structure.
A second frame, called a retainer, is clamped to the panes and to the first
frame with bolts.
The acrylic panes of the fixed windows number three are mounted on a
removable frame which is bolted to the window frame of the fuselage structure.
One last point about the construction of the cockpit windows is that a silicon
seal is placed between the windows and the frame to bond them together.

WINDOWS
ATA 56
Figure 54 Window Mounting

WINDOWS
ATA 56
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.

WINDOWS
ATA 56
Figure 55 Cabin Windows

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 56 Wing Structure

WINGS
ATA 57
OUTER WING BOXES

The main components of the left and right wing boxes are the rear spar and
front spar which are fuel tank walls designed to contain the fuel, ribs, upper and
lower stringers and upper and lower skin panels.
The areas within the wing boxes are constructed as fluid-tight compartments as
they will be used for storing fuel.

WINGS
ATA 57
Figure 57 Outer Wing Box

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 58 Skin Panels

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 59 Wing Spar

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 60 Wing Front Spar

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 61 Wing Rear Spar

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 62 Ribs
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.

WINGS
ATA 57
Figure 63 Wing Leading Edge

WINGS
ATA 57
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.

WINGS
ATA 57
Figure 64 Wing Trailing Edge

WINGS
ATA 57
Trailing Edge cont...

Here, you can see a winglet on a Boeing aircraft and a wing tip fence of an Air-
bus. Both are aerodynamics devices to improve the performance of the wing in
terms of increasing the lift and reducing the drag.
They are attached to the end of the wing by special fittings that are part of the
end rib of the wing. They are made of spars and ribs enclosed by skin which is
the standard method used to construct wing forces and winglets.

WINGS
ATA 57
Figure 65 Wing Trailing Edge Examples

WINGS
ATA 57
CENTER WING BOX

The center wing box distributes different loads to the fuselage and can also
house a fuel tank. It also supports the fuselage and the left and right wing
boxes.
The center wing box is made of a front spar and rear spar and upper and lower
skin panels.
The outboard sides of the center wing box are constructed with wing--to--body
ribs.This position forms the inboard end of the left and right wing boxes.
The skin panels are reinforced by stringers which are joined to the left and right
wing skin panel stringers.
The center wing box is reinforced by beams with stiffened webs which are
attached to the upper and lower skin panels.

WINGS
ATA 57
Figure 66 Center Wing Box

NACELLES / PYLONS
ATA 54
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.

NACELLES / PYLONS
ATA 54
Figure 67 Pylon and Nacelle

NACELLES / PYLONS
ATA 54
Pylon and Nacelle cont.

The torque box belongs to the primary structure and consists mainly of spars,
ribs, stiffeners and skin panels like other main structure components. The
torque box has a bearing and engine attach fittings.
The torque box is attached to 3 areas on the wing which are the 2 forward
pylon attach fittings and 1 aft pylon attach fitting.

NACELLES / PYLONS
ATA 54
Figure 68 Torque Box

NACELLES / PYLONS
ATA 54

The forward pylon--attach fittings are bolted to 2 sets of twin links. The twin
links are bolted to fittings that are attached to the wing front spar. The aft pylon
attach fitting is made by 2 shackles.The shackles are connected with bolts to
beams fixed on to the wing.
The forward pylon attach fittings transmit weight and lateral loads,while the aft
pylon attach fitting transmits weight and longitudinal loads.
The bearing is found in the upper spar of the torque box behind the forward
attach fitting. The bearing transmits lateral and longitudinal loads between the
pylon and the wing and engages a spigot which is fixed to the lower wing
surface.

NACELLES / PYLONS
ATA 54
Figure 69 Torque Box

NACELLES / PYLONS
ATA 54

The fan cowl support beam extends forward of the torque box and is bolted by
a link and attach fittings to the forward end of the torque box. It supports the
fan cowl by hinge fittings and also distributes different loads through the beam
to the torque box.
The wing--to--nacelle fairings are attached to the pylon to provide a low--drag
aerodynamic profile between the engine nacelle and the wing.

NACELLES / PYLONS
ATA 54
Figure 70 Fan Cowl Support Box

STABILIZER
ATA 55
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.

STABILIZER
ATA 55
Figure 71 Tail Section

STABILIZER
ATA 55
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.

STABILIZER
ATA 55
Figure 72 Tail Cone

STABILIZER
ATA 55
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.

STABILIZER
ATA 55
Figure 73 Horizontal Stabilizer (Single Piece Structure)

STABILIZER
ATA 55
Horizontal Stabilizer cont.

The 3 piece structure of the horizontal stabilizer has a left and a right outboard
section , that are attached to a stabilizer center section.
The outboard section has a forward and aft torque box, removable leading
edge and fixed trailing edge. The leading edge is on the forward end of the
stabilizer profile and carries loads through the stabilizer center section through
to the fuselage.
Usually, the forward torque box structure has a front spar, ribs and an auxiliary
spar which is constructed like the front spar.
The aft torque box structure is similar to the foward torque box construction.
The fixed trailing edge forms the aft end of the stabilizer profile. It supports the
hinged elevator with a hinge fitting and carries loads through the stabilizer
center section to the fuselage
Here, you can see that the inboard elevator and outboard elevator move seper-
ately to give pitch control. On other aircraft you may find only one elevator on
each side. These elevators are attached by hinge fittings to the fixed trailing
edge and the structure is constructed like the stabilizer.

STABILIZER
ATA 55
Figure 74 Horizontal Stabilizer (3 Piece Structure)

STABILIZER
ATA 55
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.

STABILIZER
ATA 55
Figure 75 Vertical Stabilizer

SURFACES
ATA 27.1
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.
HAM MeA DEZ 2006 Page: 152

SURFACES
ATA 27.1
Figure 76 Control Surfaces (Hinges)

SURFACES
ATA 27.1
Surface hinges cont.

The components of all surface hinges include:
S the ball bearings, which compensate for misalignment,
S a fail safe bolt consisting of an outer bolt and an inner bolt, each capable of
holding the full load of the surface if the other one is damaged or broken,
S and sleeves, which prevent an overstress of the left and right hinge forks if
the failsafe bolt is tightened.

SURFACES
ATA 27.1
Figure 77 Components of Surface Hinges

SURFACES
ATA 27.1
Surface hinges cont.

The primary hinge has a fixed position in relation to the right hinge fork.
Unlike the normal hinge, the primary hinge only has 1 sleeve. This sleeve
prevents the left hinge fork from overstress when the failsafe bolt is tightened.
A spacer is used to hold the right hinge fork, and therefore the control surface,
in position.
The normal hinge has 2 sleeves. The sleeves prevent a fixed position in
relation to the hinge forks and allow the normal hinge to compensate for
surface expansion and contraction due to temperature changes.
Note, the sleeves are different and you must take care to install the correct
sleeve in the correct place.

SURFACES
ATA 27.1
Figure 78 Position of Sleeves

SURFACES
ATA 27.1
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.

SURFACES
ATA 27.1
Figure 79 Surface Flutter

SURFACES
ATA 27.1
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.

SURFACES
ATA 27.1
Surface Bearing
Surface Repair
Figure 80 Static Balancing

SURFACES
ATA 27.1
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.

SURFACES
ATA 27.1
Figure 81 Deflection Angle

SURFACES
ATA 27.1
Deflection angles cont.

Other surfaces, such as the elevators and rudder, require an index plate to
establish the zero position.
The zero position for this elevator occurs when the trailing edge is aligned with
the zero mark on the index plate.
Note, that before the elevator can be in the zero position the movable stabilizer
must also be in the zero position.
When the zero position is established, the deflection angle can be measured by
using an inclinometer, or by measuring the distance between the zero position
and the surface trailing edge with a linear rule.
When the deflection angles are measured, they can be checked against the
required surface deflection angles as stated in the aircraft maintenance
manual.

SURFACES
ATA 27.1
Figure 82 Establishing Zero Position

SURFACES
ATA 27.1
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.

SURFACES
ATA 27.1
Figure 83 Safety Precautions

TABLE OF CONTENTS
FUSELAGE ................................................. 2 OPENING FROM INSIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MONOCOQUE CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPENING FROM OUTSIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
SEMI - MONOCOQUE CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . 4 CARGO DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
MAINFRAME COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 CARGO DOOR TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
CENTER SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 BASIC CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
TAIL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 MASTER LATCH LOCK MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DOORS .................................................... 18 DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
CATEGORIES OF DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 WINDOWS ................................................. 100
PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
CARGO AND SERVICE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 COCKPIT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
DOORS ON SMALL AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 WINGS ................................................... 112
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
LOWER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 OUTER WING BOXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
CENTER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 SKIN PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
UPPER LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 SPARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
DOOR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 RIBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
DOOR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
DOOR SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
DOOR SUPPORT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 CENTER WING BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
HINGE MECHANISM & DOOR TORQUE TUBE . . . . . . . . . . . . . . . . . . 34
NACELLES / PYLONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
DOOR LOCKING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
PYLON AND NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
DOOR LOCKING MECHANISM TYPE 1 . . . . . . . . . . . . . . . . . . . . . . . . 38
DOOR LOCKING MECHANISM TYPE 2 . . . . . . . . . . . . . . . . . . . . . . . . 40 STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
EMERGENCY DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
TYPES OF EMERGENCY DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
VERTICAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
BOEING PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
AIRBUS PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 SURFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
EMERGENCY POWER RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 SURFACE HINGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
ESCAPE SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 SURFACE FLUTTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
UPPER DECK DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 STATIC BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
OVERWING EMERGENCY HATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . 64 DEFLECTION ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
PASSENGER DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
MODE SELECTOR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
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

M13 Aircraft Structures

Încărcat de

Informații document

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

M13 Aircraft Structures

Încărcat de

Drepturi de autor:

Formate disponibile

Fundamentals

eJAMF Training Manual

EASA Part-66 Cat. B1

Tel: +49 (0)40 5070 2520

HAM US KIJ Dec. 2006 Page: 2

Figure 1 Types of Fuselage Construction

SEMI - MONOCOQUE CONSTRUCTION

HAM US KhA Dec. 2006 Page: 4

Figure 2 Types of Fuselage Construction

HAM US KhA Dec. 2006 Page: 6

Figure 3 Mainframe Components

Mainframe Components cont.

HAM US KhA Dec. 2006 Page: 8

Figure 4 Mainframe Components

Mainframe Components cont.

HAM US KhA Dec. 2006 Page: 10

Figure 5 Mainframe Components

Mainframe Components cont.

HAM US KhA Dec. 2006 Page: 12

Figure 6 Mainframe Components

HAM US KhA Dec. 2006 Page: 14

Figure 7 Center Section

HAM US KhA Dec. 2006 Page: 16

Figure 8 Tail Section

HAM US NeD September 06 Page: 18

Figure 9 Categories of Doors

HAM US NeD September 06 Page: 20

Figure 10 Passenger and Emergency Exit Doors

CARGO AND SERVICE DOORS

HAM US NeD September 06 Page: 22

Nose Cargo Door

Figure 11 Cargo and Service Doors

DOORS ON SMALL AIRCRAFT

HAM US NeD September 06 Page: 24

Main Entry Door

Main Entry Door

Aft Cargo Door

Bulk Cargo Door

Main Entry Door

Main Entry Door

Figure 12 Doors on small Aircraft (A320)

HAM US NeD September 06

Figure 13 Door Lining

HAM US NeD September 06

Figure 14 Door Structure

HAM US NeD September 06

Figure 15 Door Frame & Seal

DOOR SUPPORT SYSTEM

HAM US NeD September 06

Figure 16 Door Support System

HINGE MECHANISM & DOOR TORQUE TUBE

HAM US NeD September 06

Figure 17 Door and Body Torque Tube

DOOR LOCKING MECHANISM

HAM US NeD September 06

Figure 18 Door Locking Mechanism

DOOR LOCKING MECHANISM TYPE 1

HAM US NeD September 06

Figure 19 Door Handle and Locking Mechanism Type 1

DOOR LOCKING MECHANISM TYPE 2

HAM US NeD September 06

Figure 20 Door Locking Mechanism Type2

HAM US NeD September 06 Page: 42

Figure 21 Types of Emergency Doors