Level III - Ata 51 Structure

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A380

TECHNICAL TRAINING

TECHNICAL TRAINING MANU

MANUAL

AL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)

LEVEL

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This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means,

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LEVEL III - ATA 51 STRUCTURE

Theory System

Structure Presentatio n (2) . . . 2

Doors Descrip tion (3) . . . 22

Fuselage Description (3) . . . 44

Pylons Description (3) . . . 82

Nacelles Description (3) . . . 98

Horizontal Stabilizer Description (3) . . . .110

Vertical Stabilizer Description (3) . . . .136

Windows Description (3) . . . 160

Center Wing Box Description (3) . . . 172

Outer Wing Description (3) . . . 186

A380 TECHNICAL TRAINING MANUAL A380 TECHNICAL TRAINING MANUAL

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STRUCTURE PRESENTATION (2)

WORK SHARING WORK SHARING

Work sharing on the A380 is as follows: Airbus France is responsible for the nose forward fuselage, the center fuselage (including the center wing box), the ailerons, the pylons and the final assembly. Airbus Germany is responsible for the forward fuselage, the aft fuselage, the APU (Auxiliary Power Unit) cone, the vertical stabilizer, the passenger and cargo doors, the flaps and the cabin interior assembly. Airbus Spain is responsible for the main landing gear doors, the belly fairing, the rear un-pressurized fuselage, the rudder, the horizontal stabilizer and the elevators. Airbus United Kingdom is responsible for the wings. Belairbus from Belgium is responsible for the slats.

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WORK SHARING

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STRUCTURE PRESENTATION (2)

STRUCTURE ATA BREAKDOWN STRUCTURE ATA BREAKDOWN

The structure is divided into Air Transport Association (ATA) chapters as follows: doors (ATA 52), fuselage (ATA 53), nacelles and pylons (ATA 54), stabilizers (ATA 55), windows (ATA 56) and wings (ATA 57).

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STRUCTURE ATA BREAKDOWN

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STRUCTURE PRESENTATION (2)

STRUCTURE ATA BREAKDOWN (continued) STRUCTURE ATA BREAKDOWN (continued)

DOORS - ATA 52 DOORS - ATA 52

The doors include the nose, the body and the wing landing gear doors. The A380-800 has 16 passenger doors/emergency exits, 8 on the upper deck and 8 on the main deck floor.

Three cargo doors (the forward, the aft and the bulk cargo doors) installed on the right hand s ide of the fuselage give access to the cargo compartments.

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STRUCTURE ATA BREAKDOWN - DOORS - ATA 52

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STRUCTURE PRESENTATION (2)

FUSELAGE

FUSELAGE - AT- ATA 5A 5 33

The fuselage is divided into sections, from section 11/12 to section 19.1. A detailed presentation shows the materials used on fuselage skin panels:

- The glare, which is a fiber metal laminated material built up from alternating layers of aluminum sheets and glass fibers,

- The 2XXX series aluminum alloys to which copper is the main chemical element,

- The 6XXX series aluminum alloys to which magnesium is the main chemical element; it is used on the welded skin/stringer assembly, - The 7XXX series aluminum alloys to which zinc is the main chemical element.

- Most of the upper deck cross-beams are made of Carbon Fiber Reinforced Plastic (CFRP) and the main deck cross-beams are made of aluminum alloy.

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STRUCTURE ATA BREAKDOWN - FUSELAGE - ATA 53

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STRUCTURE PRESENTATION (2)

NACELLES AND PYLONS - ATA 54 NACELLES AND PYLONS - ATA 54

The pylons include the pylon box, which includes the primary structure and the pylon fairings. Pylon fairings are the secondary structure of the pylons. The nacelles include the nose cowls, the fan cowls and the thrust reversers.

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STRUCTURE ATA BREAKDOWN - NACELLES AND PYLONS - ATA 54

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STRUCTURE PRESENTATION (2)

STABILIZERS

STABILIZERS - AT- ATA 5A 5 55

The stabilizers include two parts:

-The Trimmable Horizontal Stabilizer (THS) with two lateral boxes and a center joint to make a single unit, and two elevators on each side,

one inner and one outer elevator.

-The vertical stabilizer with the vertical stabilizer box and two rudders, one upper and one lower rudder.

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STRUCTURE ATA BREAKDOWN - STABILIZERS - ATA 55

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STRUCTURE PRESENTATION (2)

WINDOWS - ATA 56 WINDOWS - ATA 56

The windows include the cockpit, the cabin and the doors windows.

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STRUCTURE ATA BREAKDOWN - WINDOWS - ATA 56

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STRUCTURE PRESENTATION (2)

WINGS - ATA 57 WINGS - ATA 57

The wings include the center wing bo x and the outer wing boxes with the movable surfaces, the flaps, the ailerons, the spoilers, the droop noses and the slats. A detailed presentation describes the new design of the center wing box, which is mainly made from CFRP.

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STRUCTURE ATA BREAKDOWN - WINGS - ATA 57

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STRUCTURE PRESENTATION (2)

COMPOSITE

COMPOSITE APPLICAAPPLICATIONSTIONS

MONOLITHIC STRUCTURE MONOLITHIC STRUCTURE

The following parts are mainly made of monolithic CFRP, thermoplastic and glare applications:

- the center wing box, - the rear pressure bulkhead,

- the rear un-pressurized fuselage and the tail cone, - the THS boxes and the elevators,

- the vertical stabilizer boxes and the rudders, - the upper deck cross beams,

- the main landing gear doors,

- the mid and outer flaps, and the flap track panels, - and the wing leading edge "J-nose".

All these compo nents are made of CFRP, except: - the wing leading edge made of thermoplastic, - the vertical and horizontal leading edges made of glare.

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COMPOSITE APPLICATIONS - MONOLITHIC STRUCTURE

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STRUCTURE PRESENTATION (2)

COMPOSITE APPLICA

COMPOSITE APPLICATIONS (coTIONS (co ntinued)ntinued)

SANDWICH STRUCTURE SANDWICH STRUCTURE

The major sandwich construction applications are used on: - the radome, made from Quartz Fiber Reinforced Plastic (QFRP), - the nose landing gear doors, made from CFRP,

- the belly fairing, made from CFRP, - the flap track fairings, made from CFRP,

- the access panels of the aft secondary structure of the pylons, made from CFRP or thermoplastic,

- the leading edge and the trailing edg e access panels of the horizontal stabilizer, made from CFRP,

- the leading edge and the trailing edge access panels of the vertical stabilizer, made from CFRP and G FRP,

- the spoilers and the ailerons, made from CFRP.

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COMPOSITE APPLICATIONS - SANDWICH STRUCTURE

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DOORS DESCRIPTION (3)

GENERAL ARRANGEMENT GENERAL ARRANGEMENT

The doors installed in the aircraft give access to the different compartments. The main assemblies are:

- the passenger/crew doors and emergency exit doors us ed as an entrance and an exit for the passengers and the crew,

- the cargo doors used for the loading and unloading of cargo and luggage, - the landing gear doors.

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GENERAL ARRANGEMENT

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DOORS DESCRIPTION (3)

P

PASSENGER/CREW DOORS AND ASSENGER/CREW DOORS AND EMERGENCY EXITEMERGENCY EXIT

DOORS DOORS

On the A380-800 there are sixteen pas senger/crew doors and emergency exit doors. They are located on the main and the upper deck as follows: - eight passenger/crew doors on the main deck, four on each side of the cabin,

- two emergency exit doors upon the wing, one on each side of the cabin , - six passenger/crew doors on the upper deck, three on each side of the cabin.

The passenger/crew doors can be u sed as emergency exits if needed. The emergency exit doors have the same design principle as the

passenger/crew doors. The doors on the right hand side of the fuselage are a mirror image of those on the left hand side.

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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS

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DOORS DESCRIPTION (3)

P

DOORS (continued) DOORS (continued)

MAIN DECK DOORS MAIN DECK DOORS

The main deck doors have an external skin panel made of aluminum alloy. It is riveted to six horizontal beams, six vertical frames and two edge members, all made of aluminum alloy. During opening/closing movements, the door is supported by a support arm made of Carbon Fiber Reinforced Plastic (CFRP) and guided by two guide arms. An emergency exit slide system is mounted on the main deck doors.

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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS - MAIN DECK DOORS

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DOORS DESCRIPTION (3)

P

DOORS (continued) DOORS (continued)

UPPER DECK DOORS UPPER DECK DOORS

The upper deck doors have the same design principle as the main deck doors. The difference between the main and the upper deck doors is in their geometrical forms. The upper doors have seven horizontal beams and only five vertical frames. Due to their position on the fuselage, the upper deck doors are more inclined that the main deck doors, and the support arm is located in the lower part of the door. The emergency exit slide system is not mounted on the upper deck door, but it is located underneath the doo r in a separated compartment in the fuselage.

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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS - UPPER DECK DOORS

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DOORS DESCRIPTION (3)

CARGO DOORS CARGO DOORS

The A380-800 has three lower deck cargo compartment doors, located on the fuselage right hand side:

- the forward cargo door, between frame (FR) 24 and FR 29, gives access to the forward cargo compartment for loading and unloading of cargo, - the aft cargo door, between FR 81 and FR 85A, gives access to the aft cargo compartment for loading and unloading of cargo,

- the bulk cargo door, between FR 87 and FR 89, gives access to the aft cargo compartment for loading and unloading baggage.

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CARGO DOORS

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DOORS DESCRIPTION (3)

CARGO DOORS (continued) CARGO DOORS (continued)

FORW

FORWARD AND AFT ARD AND AFT CARGO DOCARGO DO ORSORS

Forward and aft cargo doors have the same design principle. They have internal and external skin panels made of aluminum alloy and riveted to vertical frames and horizontal beams. The difference between the forward and the aft cargo door is that the forward cargo door has nine vertical frames while the aft cargo door has only eight vertical frames. These doors are hinged on their upper end and latched by hooks on the lower end. The piano hinges on the upper end make a good load distribution possib le. The forward and aft cargo doors are hydraulically actuated.

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CARGO DOORS - FORWARD AND AFT CARGO DOORS

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DOORS DESCRIPTION (3)

CARGO DOORS (continued) CARGO DOORS (continued)

BULK CARGO DOOR BULK CARGO DOOR

The bulk cargo door is a plug type design and opens up into the bulk cargo compartment. The door structure is made of an external skin panel riveted to horizontal beams and vertical frames. The skin panel, beams and frames are made of aluminum alloy. The bulk cargo door is manually operated and hinged to the fuselage by two hinge arms made of aluminum alloy. A counterbalance mechanism is connected to the hinge arms.

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CARGO DOORS - BULK CARGO DOOR

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DOORS DESCRIPTION (3)

LANDING GEAR DOORS LANDING GEAR DOORS

The landing gear doors open to get extension and retraction of the landing gears. After extension or retraction, the main doors close to align with the aerodynamic profile of the wing and fuselage. The main gear doors are:

- nose landing gear doors, - wing landing gear doors, - body landing gear doors.

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LANDING GEAR DOORS

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DOORS DESCRIPTION (3)

LANDING GEAR DOORS (continued) LANDING GEAR DOORS (continued)

NOSE LANDING GEAR DOORS NOSE LANDING GEAR DOORS

The nose landing gear doors are installed between FR 1 and FR 16, and they can be split into:

- the nose landing gear forward doors, between FR 1 and FR 10, - and the nose landing gear aft doors, between FR 10 and FR 16. They are all made of sandwich construction with CFRP skins. Hinge and actuator fittings are made of aluminum alloy. The nose landing gear forward doors are hydraulically actuated, while the aft doo rs are mechanically linked to the nose landing gear leg.

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LANDING GEAR DOORS - NOSE LANDING GEAR DOORS

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DOORS DESCRIPTION (3)

LANDING GEAR DOORS (continued) LANDING GEAR DOORS (continued) WING LANDING GEAR DOORS WING LANDING GEAR DOORS

The wing landing gear doors are installed i n the belly fairing between FR 56 and FR 63. The main and the auxiliary wing landing gear doors are made of CFRP (monolithic) skin panels, stiffened by CFRP Omega shape stiffeners. Hinge and actuator fittings are made of aluminum alloy. To fulfill the aerodynamic continuity when the wing landing gear is in stowed position, a wi ng gear hinged fairing and a wing g ear fixed fairing are linked to the wing landing gear leg.

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LANDING GEAR DOORS - WING LANDING GEAR DOORS

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DOORS DESCRIPTION (3)

LANDING GEAR DOORS (continued) LANDING GEAR DOORS (continued) BODY LANDING GEAR DOORS BODY LANDING GEAR DOORS

The body landing gear doors are installed i n the belly fairing between FR 63 and FR 72. The body landing gear doors are all made of CFRP (monolithic) skin panels reinforced by CFRP Omega shape stiffeners. Hinge and actuator fittings are made of aluminum alloy. The body landing gear doors are split into an outer and an inner door.

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LANDING GEAR DOORS - BODY LANDING GEAR DOORS

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FUSELAGE DESCRIPTION (3)

GENERAL ARRANGEMENT GENERAL ARRANGEMENT SECTIONS BREAKDOWN SECTIONS BREAKDOWN

The fuselage is a semi-monocoque structure. Aluminum alloy circular frames and longitudinal stringers support and strengthen the main fuselage skin. The fuselage is divided into five main parts: - the nose forward fuselage (section 11/12),

- the forward fuselage (section 13), - the center fuselage (section 15/21), - the aft fuselage (section 18),

- the cone/rear fuselage (section 19/19.1),

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GENERAL ARRANGEMENT - SECTIONS BREAKDOWN

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FUSELAGE DESCRIPTION (3)

GENERAL ARRANGEMENT (continued) GENERAL ARRANGEMENT (continued)

SKIN PANEL MATERIALS SKIN PANEL MATERIALS

The A380-800 includes the use of new materials and processes on fuselage skin panels:

- The glare, which is a fiber metal laminated material built up from alternating layers of aluminum sheets and glass fibers,

- The 2XXX series aluminum alloys to which copper is the main chemical element,

- The 6XXX series aluminum alloys to which magnesium is the main chemical element; it is used on the welded skin/stringer assembly, - The 7XXX series aluminum alloys to which zinc is the main chemical element.

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GENERAL ARRANGEMENT - SKIN PANEL MATERIALS

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FUSELAGE DESCRIPTION (3)

NOSE FORWARD FUSELAGE NOSE FORWARD FUSELAGE

SECTION LAYOUT SECTION LAYOUT

The nose forward fuselage extends from frame (FR) 0 to FR 22. It includes section 11 from FR 0 to FR 15 and section 12 from FR 15 to FR 22.

The nose forward fuselage includes: - the radome,

- the nose lower fairing, - the nose lower unit,

- the nose forward unit (cockpit), - and the nose rear unit.

Pressure bulkheads separate the pressurized areas from the non-pressurized areas. The entire nose forward fuselage is pressurized except:

- the radome (protection for the ILS antenna and the weather radar),

-the nose landing gear bay.

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NOSE FORWARD FUSELAGE - SECTION LAYOUT

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FUSELAGE DESCRIPTION (3)

NOSE FORWARD FUSELAGE (continued) NOSE FORWARD FUSELAGE (continued)

NOSE LOWER FAIRING NOSE LOWER FAIRING

The nose lower fairing is part of section 11; it is fitted on the cockpit structure, and contains the wheels in flying configuration and bears the forward nose landing gear doors. It also supports the radome attachment and the liner panels. The articulated liner panel give access to the radar area and to the radome b olts attachment. FR 2 struts h elp to withstand the loads of the doors actuators. They are attached onto the cockpit lower pressure bulkhead. All skin panels are made of aluminum alloy.

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NOSE FORWARD FUSELAGE - NOSE LOWER FAIRING

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FUSELAGE DESCRIPTION (3)

NOSE LOWER UNIT NOSE LOWER UNIT

The nose lower unit is installed between FR 10B and FR 22. The skin panels of the nose lower unit are made of aluminum alloy. The nose lower unit houses:

- the nose landing gear bay,

- the electronic bay (with an access door cutout), - the nose jack fitting,

- and the external power receptacle housing.

The nose lower unit bears also the aft nose landing gear doors.

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NOSE FORWARD FUSELAGE - NOSE LOWER UNIT

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FUSELAGE DESCRIPTION (3)

NOSE FORWARD UNIT NOSE FORWARD UNIT

The nose forward unit houses the flight deck compartment. The skin panels of the upper structure are made of aluminum alloy. The cockpit floor is located between FR 5 and FR 14. The cockpit floor structure has crossbeams (see illustration) and longitudinal beams (not shown) made of aluminum alloy. Front and curved bulkhead panels separate the pressurized and non-pressurized areas; they are made of aluminum alloy.

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NOSE FORWARD FUSELAGE - NOSE FORWARD UNIT

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FUSELAGE DESCRIPTION (3)

NOSE REAR UNIT NOSE REAR UNIT

The nose rear unit extends from FR 15 to FR 22. This section bears passenger doors M1L and M1R, between FR 17 and FR 19. The upper deck floor structure extends from FR 17 to FR 20; it is made of aluminum alloy in this unit. The main deck floor structure extends from FR 16 to FR 21, and is also made of aluminum alloy.

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NOSE FORWARD FUSELAGE - NOSE REAR UNIT

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FUSELAGE DESCRIPTION (3)

FORWARD FUSELAGE FORWARD FUSELAGE SECTION LAYOUT SECTION LAYOUT

The forward fuselage, section 13, extends from FR 2 2 to FR 38. This assembly bears the passenger doors M2L, M2R, and the forward cargo door on the right hand side of the fuselage. The main sub-assemblies of this section are:

- the upper shell, from FR 22 to FR 38, between stringers (STGR) 22LH and STGR 22RH where skin panels are made of GLARE, - side shells, from FR 22 to 38, between STGR 22LH and STGR 53LH and between STGR 22RH and STGR 53RH, where most of skin panels are made of GLARE, except between FR 22 and FR 31, from STGR 39RH to STGR 53RH. Around the cargo door, skin panels are made of aluminum alloy,

- the lower shell, from FR 22 to FR 38, between STGR 53LH to STGR 53RH, where the skin panels are made of aluminum alloy with welded stringers.

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FORWARD FUSELAGE - SECTION LAYOUT

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FUSELAGE DESCRIPTION (3)

FORWARD FUSELAGE (continued) FORWARD FUSELAGE (continued)

TYPICAL FUSELAGE CROSS SECTION TYPICAL FUSELAGE CROSS SECTION

The typical fuselage with constant section starts after FR 30. In this typical section, the upper deck floor i s located at STGR 26 level. The main deck floor is located at STGR 43 level, and the cargo floor at STGR 62 level. The main deck floor structure is reinforced by CFRP rods.

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FORWARD FUSELAGE - TYPICAL FUSELAGE CROSS SECTION

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FUSELAGE DESCRIPTION (3)

FORWARD FUSELAGE (continued) FORWARD FUSELAGE (continued)

FLOOR STRUCTURE FLOOR STRUCTURE

The main deck floor has a classical structure with crossbeams made of aluminum alloy supporting the seat tracks. The upper deck structure bears the staircase torsion box u p to FR 26. Crossbeams are made of: - aluminum alloy from FR 21 to FR 26,

- Carbon Fiber Reinforced Plastic (CFRP) after FR 26. The cargo floor structure is also made with aluminum alloy crossbeams. It supports the roller tracks and the cargo loading system.

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FORWARD FUSELAGE - FLOOR STRUCTURE

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FUSELAGE DESCRIPTION (3)

CENTER FUSELAGE CENTER FUSELAGE SECTION LAYOUT SECTION LAYOUT

The center fuselage, section 15/21, extends from FR 38 to FR 74. All this section is pressurized, except the center wing box and the landing gear bays.

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CENTER FUSELAGE - SECTION LAYOUT

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FUSELAGE DESCRIPTION (3)

CENTER FUSELAGE (continued) CENTER FUSELAGE (continued) STRUCTURE ARRANGEMENT STRUCTURE ARRANGEMENT The main components of this section are: - the upper forward unit,

- the upper middle shell, - the door M3 panels, - the upper rear unit, - the lower forward unit, - the rear lateral gear bays, - the rear lower shell, - and the belly fairing.

The upper shell of section 15/21 has the upper forward unit, the upper middle shell, the doors M3 panels and the upper rear unit. The upper forward unit bears the passenger door U1L and U1R cutouts.

There are two door M3 panels; they bear the passenger doors M3L and M3R.

The upper rear unit bears the passenger doors U2L and U2R.

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CENTER FUSELAGE - STRUCTURE ARRANGEMENT

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FUSELAGE DESCRIPTION (3)

CENTER FUSELAGE (continued) CENTER FUSELAGE (continued) LOWER CENTER FUSELAGE LOWER CENTER FUSELAGE

The lower center fuselage has the lower forward unit, the center wi ng box, the rear lateral gear bays and the rear lower shell. The center wing box is not described in ATA 53 chapter as it is a part of the wing (ATA 57 chapter).

The lower center fuselage hosts the rear lateral gear bays from FR 56 to FR 72, at each side of the aft cargo compartment. The gear bays are limited on the inboard side by the landing gear bays walls/cargo compartment lateral walls, which are pressurized bulkheads. On the outboard side, they are limited by canted beams and stiffened skin panels. The rear lateral gear bays have on each side of the fuselage, one wing gear bay from FR 56 to the center bulkhead at FR 63, and one body gear bay from the center bulkhead at FR 63 to the rear pressure bulkhead at FR 72.

All skin panels of the lower center fuselage are made of aluminum alloy.

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CENTER FUSELAGE - LOWER CENTER FUSELAGE

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FUSELAGE DESCRIPTION (3)

CENTER FUSELAGE (continued) CENTER FUSELAGE (continued)

BELLY FAIRING BELLY FAIRING

The belly fairing structure is located at the bottom part of the fuselage between FR 35 and FR 81 and bears the wing and body landing gear doors, external access panels and access doors for maintenance. It is made of:

- a metallic framework that gives shape to the structure and holds the panels

- belly fairing panels attached to the framework, to give a soft aerodynamic surface to the air-stream. Panels are sandwich panels made of sandwich Nomex honeycomb core on CFRP skins. The panels are held by a longitudinal and a transversal framework made of aluminum alloy sheet metal. On the lower area, the frame foots and the stringers of the framework are made of titanium alloy, due to high exposure to corrosion.

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CENTER FUSELAGE - BELLY FAIRING

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FUSELAGE DESCRIPTION (3)

AFT FUSELAGE AFT FUSELAGE

The aft fuselage section extends from FR 74 to FR 95. This section is constant up to FR 79. It bears, on the right hand side, the aft and bulk cargo doors. The aft fuselage bears also the passenger door M4L/R, M5L/R, and U3L/R cutouts. The upper skin panels from STGR 39LH to STGR 39RH are made of GLARE and the lower skin panels from STGR 39 on each side are made of aluminum alloy. The cross-section is a typical structure with upper deck crossbeams made of CFRP, and main deck crossbeams made o f aluminum alloy.

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AFT FUSELAGE - SECTION LAYOUT

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FUSELAGE DESCRIPTION (3)

CONE/REAR FUSELAGE CONE/REAR FUSELAGE

The cone/rear fuselage, section 19/19.1 is a non-pressurized area, which extends from FR 95 to FR 120. This section is divided into two sub sections:

- first, section 19 from FR 95 to FR 110; the rear pressure bulkhead makes the junction between section 18 and 19 at FR 95. It also bears the Vertical Tail Plane (VTP) and the Trimmable Horizontal Stabilizer (THS). This section is made of CFRP excepted the frames and the fittings at attachment areas of VTP and THS, made of aluminum alloy. - the last part of the aircraft is the tail cone section, section 19.1, from FR 110 to FR 120. It bears the Auxiliary Power Unit. This section is made of CFRP excepted the rear fairing made of titanium alloy.

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CONE/REAR FUSELAGE - SECTION LAYOUT

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FUSELAGE DESCRIPTION (3)

CONE/REAR FUSELAGE (continued) CONE/REAR FUSELAGE (continued)

SECTION 19 - REAR PRESSURE BULKHEAD SECTION 19 - REAR PRESSURE BULKHEAD The rear pressure bulkhead is made of monolithic CFRP construction. It has 15 radial aligned stiffeners on its outer side, and cutouts for pressure discharge valves. The rear pressure bulkhead is attached to the fuselage skin and the frame 95 through tension struts and by titanium alloyed finger straps.

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CONE/REAR FUSELAGE - SECTION 19 - REAR PRESSURE BULKHEAD

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FUSELAGE DESCRIPTION (3)

SECTION 19 - VTP AND THS ATTACHMENT SECTION 19 - VTP AND THS ATTACHMENT The VTP is attached to section 19 through 12 fail-safe fittings made of aluminum alloy. They are installed between FR 98 and FR 104. At FR 98 and FR 103, lateral load fittings carry a part of lateral loads coming from the VTP front and rear spars. The cutout for the THS is located between FR 102 and FR 108.

The THS is attached (at the rear spar) to section 19 by means of THS hinge fittings; lateral load fittings carry a part of loads coming from THS. It is installed in the LH and RH sides of the center frame part of frame 108.

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CONE/REAR FUSELAGE - SECTION 19 - VTP AND THS ATTACHMENT

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FUSELAGE DESCRIPTION (3)

SECTION 19.1 - TAIL CONE SECTION 19.1 - TAIL CONE

The tail cone section (section 19.1) extends from FR 110 to the end of the aircraft. It houses the APU between FR 112 and FR 117, in a special fire proof compartment made of CFRP with a special resin. The exhaust muffler is installed at the rear fairing zon e of the section. Skin panels of this section are made of laminated CFRP, and two maintenance doors at the lower part of the section give access for maintenance operations. The rear fairing is made of titanium and is removable.

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CONE/REAR FUSELAGE - SECTION 19.1 - TAIL CONE

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PYLONS DESCRIPTION (3)

GENERAL GENERAL

The function of the engine pylons installed under each wing is: - to support the engine,

- to transmit the engine thrust to the aircraft,

- to enable the routing and attachment of all the systems connected with the engine (electrical wiring, hydraulic, bleed air and fuel lines).

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GENERAL

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PYLONS DESCRIPTION (3)

GENERAL ARRANGEMENT GENERAL ARRANGEMENT The pylon has:

- a primary structure attached to the wing and supporting the engine, - a secondary structure, essentially aerodynamic fairings, housing most of the systems.

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GENERAL ARRANGEMENT

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PYLONS DESCRIPTION (3)

PRIMARY STRUCTURE (PYLON BOX) PRIMARY STRUCTURE (PYLON BOX)

The pylon box is composed of ribs, two upper spars, one lower spar and two machined sidewalls. This structure is made of titanium alloy.

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PRIMARY STRUCTURE (PYLON BOX) - GENERAL ARRANGEMENT

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PYLONS DESCRIPTION (3)

PRIMARY STRUCTURE (PYLON BOX) (continued) PRIMARY STRUCTURE (PYLON BOX) (continued) PYLON TO WING FORWARD ATTACHMENT PYLON TO WING FORWARD ATTACHMENT The forward attachment transmits vertical loads. It has an inner and an outer fork attachments to rib 9.

Pylon and wing forward fitting are joined by two sets of twin titanium links. Straight behind the forward fitting, a spherical bearing (spigot fitting) transmits longitudinal and lateral loads to the wing . It is bolted through the bottom wing skin panel to the forward attachment fittings. The bearing is directly installed through the aft upper spar.

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PRIMARY STRUCTURE (PYLON BOX) - PYLON TO WING FORWARD ATTACHMENT

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PYLONS DESCRIPTION (3)

PRIMARY STRUCTURE (PYLON BOX) (continued) PRIMARY STRUCTURE (PYLON BOX) (continued)

PYLON TO WING AFT ATTACHMENT PYLON TO WING AFT ATTACHMENT The aft attachment has:

- the rib 14 lugs and the wing fitting between ribs 10 and 10A for the inner pylon,

- the rib 14 lugs and the wing fitting at rib 25 for the outer pylon. The two parts are attached by means of titanium alloy links.

NOTE: Note: Each lin ks are fa il-safe designed.

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PRIMARY STRUCTURE (PYLON BOX) - PYLON TO WING AFT ATTACHMENT

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PYLONS DESCRIPTION (3)

PRIMARY STRUCTURE (PYLON BOX) (continued) PRIMARY STRUCTURE (PYLON BOX) (continued)

PYLON TO ENGINE ATTACHMENT PYLON TO ENGINE ATTACHMENT

The pylon "Dog head" is attached to the pylon box in front of rib 3. The "Dog head" is attached onto the forward upper and lower spars, and both machined sidewalls.

The thrust fitting transmits longitudinal loads. It has a titanium fitting with a fail-safe inconel shaft and installed through the lower spar in front of rib 7. Fixed stops will stop the rotation of cross beam in case of thrust rods failure.

The rear main beam located at rib 7 reacts to vertical loads and roll moment.

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PRIMARY STRUCTURE (PYLON BOX) - PYLON TO ENGINE ATTACHMENT

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PYLONS DESCRIPTION (3)

SECONDARY STRUCTURE SECONDARY STRUCTURE

FORWARD AND KARMAN FAIRINGS FORWARD AND KARMAN FAIRINGS

The forward pylon fairings give an aerodynamic contour between the engine nose cowl and the pylon main structure.

The forward pylon fairing is mainly made of titanium, it houses an air pre-cooler.

The Karman fairing gives an aerodynamic contour between the primary structure and the wing.

The Karman fairing panels are made of carbon epoxy and honeycomb core sandwich structure. Only the Karman fairing behind the pre-cooler exhaust is made of titanium, because of possible extreme temperature. The internal structure is made of aluminum, titanium and

thermoplastic.

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SECONDARY STRUCTURE - FORWARD AND KARMAN FAIRINGS

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PYLONS DESCRIPTION (3)

SECONDARY STRUCTURE (continued) SECONDARY STRUCTURE (continued)

AFT PYLON FAIRING (APF) AND REAR SECONDARY AFT PYLON FAIRING (APF) AND REAR SECONDARY STRUCTURE (RSS)

STRUCTURE (RSS)

The Aft Pylon Fairing (APF) is made of titanium and aluminum alloys. The APF gives an aerodynamic contour between the pylon box and the engine nozzle. In addition, its function is:

- to give a thermal protection to the pylon from the engine exhaust gases,

- to smooth aerodynamic drag.

The Rear Secondary Structure (RSS) is made of Carbon Fiber Reinforced Plastic (CFRP) panels attached to a structure made of aluminum alloy This structure is housing equipments attached to the wing lower skin as hydraulic tank, hydraulic collectors, electrical pumps, and extinguishing bottles.

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SECONDARY STRUCTURE - AFT PYL ON FAIRING (APF) AND REAR SECONDARY STRUCTURE (RSS)

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NACELLES DESCRIPTION (3)

The four Rolls Royce RB 211-Trent 900 engines of the A380 are fitted under the wings of the aircraft.

The nacelles give a smooth airflow around the engines and its accessories. It also gives:

- engine protection, - engine ventilation, - noise attenuation,

- thrust reverse (inboard engines). The nacelle includes:

- an air intake cowl, - two fan cowls,

- a thrust reverser on the inboard engines, and a fan exhaust cowl on the outboard engines,

- an exhaust system.

The nacelle cowls give access to the engine components.

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GENERAL ARRANGEMENT

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NACELLES DESCRIPTION (3)

AIR INTAKE COWL AIR INTAKE COWL

The air intake cowl is an interchangeable aerodynamic fairing installed on the forward part of the engine; it collects and ducts the airflow to the engine. Its structure almost has a cylindrical shape. It is composed of: - an air intake-cowl leading-edge (lip) assembly, made of aluminum alloy, which is de-iced,

- an inner and an outer barrel, both made of Carbon Fiber Reinforced Plastic (CFRP). Wire mesh is bonded to the inner barrel shell to enhance noise reduction. This assembly is maintained by a forward and an aft bulkhead made of titanium alloy,

- a flange (for the attachment to the engine) made of titanium alloy; it is fitted to the inner barrel,

- and four access panels (not shown).

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AIR INTAKE COWL

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NACELLES DESCRIPTION (3)

FAN COWLS FAN COWLS

The fan cowls are interchangeable aerodynamic fairings installed behind the air intake cowl, around the engine fan. The fan cowl doors are two

semi-cylindrical and symmetrical panels made of Carbon Fiber Reinforced

Plastic (CFRP), stiffened by longitudinal and transversal CFRP stiffeners. They are attached to the aircraft pylons by hinge fittings, made of titanium alloy, at 12 o'clock. They are electrically opened and held in position by Hold Open Rods (HOR). When closed, they are locked by 6 o'clock titanium alloy latches.

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FAN COWLS

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NACELLES DESCRIPTION (3)

THRUST REVERSER AND

THRUST REVERSER AND FFAN EXHAUST CAN EXHAUST C OWLOWL

THRUST REVERSER THRUST REVERSER

The thrust reverser is located behind the fan cowls. It consists of a fixed structure (inner fixed structure), which provides su pport for the thrust reverser actuators, and a translating cowl.

In forward thrust configuration it encloses the engine core with an aerodynamic flow path, and uses the translating cowl to provide a fan exhaust duct and a nozzle exit. In reverse thrust configuration, the blocker doors reverse the fan flow to forward direction trough cascades, while the translating cowl moves aft in order to let the flow pass trough.

The inner fixed structure has two halves, each made of CFRP sandwich construction. It is hinged to the pylon at the top with the 12 o'clock hinge beam and is locked at the bottom centerline with the 6 o'clock latch beam (aluminum alloy parts). Each half is electrically opened and held in position by HOR (not illustrated).

The forward frame, designed as a torsion box, is fitted to the forward of the inner fixed structure and made of CFRP. Its main functions are

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THRUST REVERSER AND FAN EXHAUST COWL - THRUST REVE RSER

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NACELLES DESCRIPTION (3)

THRUST REVERSER AND

THRUST REVERSER AND FFAN EXHAUST CAN EXHAUST C OWLOWL

(continued) (continued)

FAN EXHAUST COWL FAN EXHAUST COWL

The fan exhaust cowl is located behind the fan cowls; it encloses the engine core with an aerodynamic flow path, and provides a fan exhaust duct and a nozzle exit. It is made of two halves with the same design principles as for the thrust reverser, excepting that the (outer) cowl is fixed. This cowl is fitted to the inner fixed structure via the forward frame, the 12 o'clock hinge beam and the 6 o'clock latch beam.

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THRUST REVERSER AND FAN EXHAUST COWL - FAN EXHAUST COWL

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NACELLES DESCRIPTION (3)

EXHAUST SYSTEM EXHAUST SYSTEM

The exhaust system is located at the aft of the engine and provides flow contour for engine exhaust gas.

It is composed of the nozzle and the plug. They are fitted to the turbine bearing housing of the engine:

- the nozzle to its outer flange, - the plug to its inner flange. The nozzle is the assembly of:

- the acoustic primary nozzle made of titanium alloy sandwich, - the nozzle outer cowl, made with two titanium skins, welded together. The acoustic primary nozzle is attached at its forward end to the engine with a titanium alloy mounting flange. The nozzle outer cowl interfaces with the lower pylon fairing (not illustrated) via titanium alloy fire seals which provide a fireproof barrier.

The plug is the assembly of:

- the forward plug, made of titanium sandwich,

- the aft plug, made with two titanium skins, welded together, The aft plug is fitted to the forward plug with a titanium alloy attachment

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EXHAUST SYSTEM

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HORIZONTAL STABILIZER DESCRIPTION (3)

GENERAL GENERAL

The horizontal stabilizer gives pitch stability and pitch control to the A/C. It is installed at th e rear of the fuselage and mounted at the rear of section 19.

It is 30.372 m (99.66 ft) wide.

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GENERAL

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HORIZONTAL STABILIZER DESCRIPTION (3)

GENERAL (continued) GENERAL (continued)

GENERAL ARRANGEMENT (CONT'D) GENERAL ARRANGEMENT (CONT'D) - the spar box,

- the leading edge, - the trailing edge, - the tip,

- the fuselage attachment,

- and the elevators, each being split into an inner and a outer section.

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GENERAL - GENERAL ARRANGEMENT (CONT'D)

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HORIZONTAL STABILIZER DESCRIPTION (3)

SPAR BOX SPAR BOX

STRUCTURE LAYOUT STRUCTURE LAYOUT

The complete spar box is made of LH and RH sub assemblies, put together at the center joint. Each sub assembly is made of top and bottom skin panels, front and rear spars, and twenty-five ribs. The fuselage attachment is composed of the trim screw jack fitting at the forward center spar box and two pivot attachments on the rear spar. The spar box is used as ballast fuel tank between ribs 8LH and RH.

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SPAR BOX - STRUCTURE LAYOUT

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HORIZONTAL STABILIZER DESCRIPTION (3)

SP

SPAR BOX AR BOX (continued)(continued)

SKIN PANELS AND COVERS SKIN PANELS AND COVERS

The top and bottom skin panels are made on the same principle. Carbon Fiber Reinforced Plastic (CFRP) is used for the conception. Co-bonded T-shape stringers, which are parallel to the rear spar, make the skin panels stronger.

The LH bottom skin panel has ten manholes for accessibility, the RH bottom skin panel has eleven manholes, including one NACA. They are positioned at stringers 5 and 13.

The manhole covers are made of CFRP thermoplastic. In fuel tank area, excepted inside the fuselage, an aluminium protective plate is screwed on the fuel tank covers to protect it about the impact.

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SPAR BOX - SKIN PANELS AND COVERS

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HORIZONTAL STABILIZER DESCRIPTION (3)

SP

SPARS SPARS

The spar box has two C-shape spars made of CFRP.

Vertical T-shape stiffeners are bonded to the front and rear spar aft faces.

Horizontal T-shape stiffeners are bonded to the forward face of the front spar.

In the dry zone, two access holes give access to each rib bay.

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SPAR BOX - SPARS

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HORIZONTAL STABILIZER DESCRIPTION (3)

SP

CENTER JOINT CENTER JOINT

The RH side and LH side of the spar box are joined at Rib 1 in a single joint.

To get this junction, the following elements are used:

- six upper and six lower Tees (titanium alloy) joini ng the skin panels, - five upper and five lower Tees (titanium alloy) joining the upper and lower tees,

at the forward part:

- one inner T profile (titanium alloy) joining Rib 1 to front fitting, - four plates (titanium alloy) joining the front spar flanges to the front fitting,

- a front fitting (aluminum alloy) joining the front spar webs, at the aft part:

- a rear outer plate (aluminum alloy) joining the rear spar webs, - and two rear inner profiles (titanium alloy), joining Rib 1 to the rear spar webs.

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SPAR BOX - CENT ER JOINT

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HORIZONTAL STABILIZER DESCRIPTION (3)

SP

RIBS RIBS

The spar box has twenty-five ribs per side and a rib at the center joint. All of them are riveted to the skin panels and the spars.

The center joint rib 1 connects the LH side and RH side of the spar box to make one unit. It has a web and stiffeners made of CFRP. Ribs 2 and 3 are truss work assemblies, made with CFRP diagonal bars and formers.

Ribs 4 to 25 have a web and stiffeners made of CFRP. Rib 26 has a web and stiffeners made of CFRP. Ribs 2 to 25 are riveted:

- to the skin panels with titanium alloy clips, - and to the spars with aluminum alloy T-fittings.

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SPAR BOX - RIBS

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HORIZONTAL STABILIZER DESCRIPTION (3)

FUSELAGE

FUSELAGE ATTATTACHMENTACHMENT

The support fittings are installed:

- on the front spar by the screw jack fitting, attached onto the center joi nt at Rib 1, and connecting the THS to the trim actuator,

- on the rear spar by the rear support fittings (two pivot points) attached onto 4 LH and RH ribs. These fittings fulfill the rotation of the THS; rotation axes carry possible side loads.

All fittings are made of aluminum alloy.

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FUSELAGE ATTACHMENT

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HORIZONTAL STABILIZER DESCRIPTION (3)

LEADING EDGE LEADING EDGE

The leading edge has an aerodynamic chape at the front of the THS. On each side of the THS centerline, the leading edge is composed of eight replaceable sections. Each section has:

- top and bottom panels, made of CFRP skins bonded to a honeycomb core,

- a diagonal and a vertical s pars, made of aluminum alloy, and riveted to the panels,

- ribs, manufactured from CFRP, attached with anchor nuts to the panels , - and a D-nose panel made from aluminum alloy up to MSN 006, from GLARE from MSN 7 and subsequent. The outer D nose section remains aluminum alloy on all MSN's due to its double curvature.

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LEADING EDGE

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HORIZONTAL STABILIZER DESCRIPTION (3)

TRAILING EDGE TRAILING EDGE

The trailing edge is an aerodynamic surface between the THS spar box and the elevators.

On each side of the THS centerline, seven upper and lower trailing edge access panels are supported by ribs.

The trailing edge has:

- ten intermediate ribs made from CFRP, which give support the trailing edge access panels made of CFRP,

- ten elevator hinge ribs (four outer and six inner) with a web made from CFRP and a fitting made from aluminum alloy. These 10 hinge ribs support the trailing edge access panels and give attachment to the elevators,

- four elevator actuator fittings (two fittings per elevator) made of aluminum alloy.

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TRAILING EDGE

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HORIZONTAL STABILIZER DESCRIPTION (3)

TRAILING EDGE ACCESS

TRAILING EDGE ACCESS PANELPANELSS

The trailing edge is divided into seven upper and lower access panels by side.

The lower access panels are hinged to give access to the elevator leading edge and actuators.

The upper access panels are riveted except panels 1, 2 and 5. These panels are screwed.

Panels 2 and 5 give access to actuator areas, while panel 1 needs to be removed to give access for THS section 19.

The upper and lower access panels are made of CFRP sandwich; the upper panels are hinged to get access to the elevator leading edge and actuators.

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TRAILING EDGE ACCESS PANELS

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HORIZONTAL STABILIZER DESCRIPTION (3)

TIP AND APRON TIP AND APRON

The THS tip is a metallic element attached to the spar box (top and bottom skins and to the front and rear spar).

It is also connected to the trailing edge Rib 10 with a removable joint. This part is interchangeable.

The tip structure includes: - skin panels,

- spars, - ribs,

- 3 hoisting points (not shown), - and 2 lower access covers.

The THS tip is made of aluminum alloy.

The horizontal stabilizer aprons have an aerodynamic seal between the horizontal stabilizer and the fuselage. Each apron has three sections, an upper, a lower and a forward section. The aprons are made of CFRP. To minimize friction between the aprons and the fuselage, the contact edge of each apron has a segmented slide lip of polytetra-fluorethylene (PTFE). The apron support fittings are made of aluminum alloy.

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TIP AND APRON

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HORIZONTAL STABILIZER DESCRIPTION (3)

ELEVATORS ELEVATORS

The THS has two elevators per side: - an inner (shown on the illustration) - an outer.

The structure of the inner elevator has a front spar, a top and a bottom skin panels and nine ribs. All these parts are made of CFRP.

Four hinge fittings attach the in ner elevator to the hinge arms of the THS and two actuator fittings. All fittings are made of aluminum alloy.

NOTE: Note: The outer elevator composition is based on the same

principle but, has fifteen ribs and six elevator hinge fittings.

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ELEVATORS

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VERTICAL STABILIZER DESCRIPTION (3)

The vertical stabilizer is installed at the rear of the fuselage, mounted on top of section 19.

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GENERAL ARRANGEMENT

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VERTICAL STABILIZER DESCRIPTION (3)

GENERAL ARRANGEMENT (continued) GENERAL ARRANGEMENT (continued) GENERAL ARRANGEMENT (CONT'D) GENERAL ARRANGEMENT (CONT'D) -the spar box,

-the leading edge, -the trailing edge, -the lower fairings, -the tip,

-the rudder which is split into an upper and a lower section.

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GENERAL ARRANGEMENT - GENERAL ARRANGEMENT (CONT'D)

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VERTICAL STABILIZER DESCRIPTION (3)

SPAR BOX SPAR BOX

STRUCTURE LAYOUT STRUCTURE LAYOUT

The vertical stabilizer spar box has two side skin panels, two spars (one front and one rear) and nineteen ribs . The leading edge is located forward of the front spar and the trailing edg e after the rear spar. The lower part of the vertical stabilizer (up to rib 8) is accessible through an access door from inside the fuselage section 19. The upper part of the vertical stabilizer (from rib 8 to 19) is accessible through the front and rear spars holes/manholes.

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SPAR BOX - STRUCTURE LAYOUT

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VERTICAL STABILIZER DESCRIPTION (3)

SP

SKIN PANELS SKIN PANELS

The two skin panels are made of Carbon Fiber Reinforced Plastic (CFRP) tape with co-bonded T shape stringers, which are parallel to the rear spar. The fuselage interface concept is based on six main lugs for each side, two bolts per lug, fulfilling a load path with large redundancy.

Skin panels are reinforced by main lug doublers at the interface with the fuselage.

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SPAR BOX - SKIN PANELS

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VERTICAL STABILIZER DESCRIPTION (3)

SP

SPARS SPARS

Spars are from C shape with flanges pointing inwards and are made of CFRP.

T shape horizontal stiffeners are bonded to the forward face of the spars, and T shape vertical stiffeners are bonded to the aft face. Both are made of CFRP.

The rib to spar attachment is done with horizontal rib feet made of CFRP.

Skin panels are riveted to the flanges of the spars.

On each spar a transverse load fitting made of CFRP does the connection with the fuselage th rough adjustable length clevis rods. A coupling made of CFRP connects the transverse load fitting to the spar and titanium angles connect it to the skin panels.

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SPAR BOX - SPARS

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This Page Intentionally Left Blank

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VERTICAL STABILIZER DESCRIPTION (3)

SP

RIBS RIBS

The seven lower ribs, from rib one to seven, are truss work assemblies made with CFRP C shape profiles and closed section struts. The twelve upper ribs, from rib eight to nineteen, are C shape solid ribs made of CFRP with T shape bonded stiffeners.

All the ribs are connected to the skin panels using blind bolts.

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SPAR BOX - RIBS

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VERTICAL STABILIZER DESCRIPTION (3)

LEADING EDGE LEADING EDGE

The vertical stabilizer leading edge has: - seven leading edge panels per side,

- sixteen leading edge ribs made from CFRP sandwich with honeycomb core,

- and six D nose sections,

The D nose has five sections with GLARE skin and one lower section with a skin made of Glass Fiber Reinforced Plastic (GFRP). Each D-nose section has:

- a D-nose spar,

- and aluminum alloy D nose ribs attached to the D-nose spar and to the D-nose skins.

The left hand side leading edge panels are removable while the right hand side panels are fixed. The panels one to six are made of CFRP sandwich with honeycomb core and the panel seven made of GFRP sandwich. A taxi camera is located in the upper leading edge section.

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LEADING EDGE

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VERTICAL STABILIZER DESCRIPTION (3)

TRAILING EDGE TRAILING EDGE

The vertical stabilizer trailing edge has: - nine rudder hinge fittings,

- four rudder actuator attachment fittings (two for each rudder), - two vertical load fittings,

- an auxiliary spar, - and trailing edge panels.

The rudder hinge and actuator attachment fittings are made of CFRP and have aluminum alloy fork heads. The hinge fittings are directly attached to the rear spar, while the actuator attachment fittings are attached with CFRP brackets. The vertical load fittings are made of CFRP and have fork heads made of titanium alloy. Brackets attach vertical load fittings to the rear sp ar.

The auxiliary spar is attached to the rudder attachment fittings and has CFRP webs, stiffeners, aluminum alloy chords and splices. The trailing edge has seven removable panels per side:

- panels one to six are made from CFRP sandwich with honeycomb core - and the panel seven is made from GFRP sandwich with honeycomb

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TRAILING EDGE

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VERTICAL STABILIZER DESCRIPTION (3)

LOWER FAIRING AND TIP LOWER FAIRING AND TIP

The lower fairings at the junction between the vertical stabilizer and the fuselage are made of CFRP sandwich with honeycomb core. The vertical stabilizer tip is made of GFRP sandwich with honeycomb core and has internal GFRP ribs. The tip is protected against lightning strike with an aluminum strip on the top of it.

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LOWER FAIRING AND TIP

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VERTICAL STABILIZER DESCRIPTION (3)

RUDDER RUDDER

LOWER RUDDER LOWER RUDDER The lower rudder has:

- two CFRP skin panels with thirty-one co-bonded U shape stringers parallel to the rudder hinge line,

NOTE: Note: A bronze mesh layer is bonded on the outer surface

of the skin panels to protect the structure against lightning strike.

- a C shape spar with flanges pointing outwards and made of CFRP, reinforced through fourteen CFRP stiffeners installed on the outer surface of the spar,

- six CFRP box ribs (RR rib) attached to the rudder spar through an angle,

- four CFRP simple load ribs (BR rib ) and two CFRP double load ribs at the location of rudder actuators 1 and 2. All these ribs are attached to the rudder spar through a spine hinge fitting,

- two actuator fittings and four hinge fittings, made of aluminum alloy,

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RUDDER - LOWER RUDDER