Level III - Ata 51 Structure
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TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric)...
Description
A380 TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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A380 TECHNICAL TRAINING MANUAL
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
MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
TABLEOFCONTENTS
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STRUCTURE PRESENTATION (2) 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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STRUCTUREPRESENTATION(2)
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WORK SHARING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - DOORS - ATA 52 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) FUSELAGE - ATA 5 3 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - FUSELAGE - ATA 53 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - NACELLES AND PYLONS - ATA 54 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) STABILIZERS - ATA 5 5 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - STABILIZERS - ATA 55 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) WINDOWS - ATA 56 The windows include the cockpit, the cabin and the doors windows.
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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - WINDOWS - ATA 56 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) STRUCTURE ATA BREAKDOWN (continued) 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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STRUCTUREPRESENTATION(2)
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STRUCTURE ATA BREAKDOWN - WINGS - ATA 57 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) COMPOSITE APPLICATIONS 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 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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STRUCTURE PRESENTATION (2) COMPOSITE APPLICATIONS (co ntinued) 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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STRUCTUREPRESENTATION(2)
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COMPOSITE APPLICATIONS - SANDWICH STRUCTURE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
STRUCTUREPRESENTATION(2)
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DOORS DESCRIPTION (3) 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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DOORSDESCRIPTION(3)
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GENERAL ARRANGEMENT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) PASSENGER/CREW DOORS AND EMERGENCY EXIT 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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DOORSDESCRIPTION(3)
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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS (continued) 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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DOORSDESCRIPTION(3)
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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS - MAIN DECK DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS (continued) 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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DOORSDESCRIPTION(3)
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PASSENGER/CREW DOORS AND EMERGENCY EXIT DOORS - UPPER DECK DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) 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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DOORSDESCRIPTION(3)
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CARGO DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) CARGO DOORS (continued) FORWARD AND AFT CARGO DO ORS 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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DOORSDESCRIPTION(3)
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CARGO DOORS - FORWARD AND AFT CARGO DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) CARGO DOORS (continued) 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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DOORSDESCRIPTION(3)
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CARGO DOORS - BULK CARGO DOOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) 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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DOORSDESCRIPTION(3)
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LANDING GEAR DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) LANDING GEAR DOORS (continued) 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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DOORSDESCRIPTION(3)
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LANDING GEAR DOORS - NOSE LANDING GEAR DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) LANDING GEAR DOORS (continued) 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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DOORSDESCRIPTION(3)
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LANDING GEAR DOORS - WING LANDING GEAR DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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DOORS DESCRIPTION (3) LANDING GEAR DOORS (continued) 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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DOORSDESCRIPTION(3)
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LANDING GEAR DOORS - BODY LANDING GEAR DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
DOORSDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) GENERAL ARRANGEMENT 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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FUSELAGEDESCRIPTION(3)
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GENERAL ARRANGEMENT - SECTIONS BREAKDOWN MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) GENERAL ARRANGEMENT (continued) 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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FUSELAGEDESCRIPTION(3)
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GENERAL ARRANGEMENT - SKIN PANEL MATERIALS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) NOSE FORWARD FUSELAGE 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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FUSELAGEDESCRIPTION(3)
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NOSE FORWARD FUSELAGE - SECTION LAYOUT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) NOSE FORWARD FUSELAGE (continued) 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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FUSELAGEDESCRIPTION(3)
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NOSE FORWARD FUSELAGE - NOSE LOWER FAIRING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) NOSE FORWARD FUSELAGE (continued) 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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FUSELAGEDESCRIPTION(3)
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NOSE FORWARD FUSELAGE - NOSE LOWER UNIT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) NOSE FORWARD FUSELAGE (continued) 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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FUSELAGEDESCRIPTION(3)
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NOSE FORWARD FUSELAGE - NOSE FORWARD UNIT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) NOSE FORWARD FUSELAGE (continued) 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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FUSELAGEDESCRIPTION(3)
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NOSE FORWARD FUSELAGE - NOSE REAR UNIT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
FUSELAGEDESCRIPTION(3)
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FUSELAGE DESCRIPTION (3) FORWARD FUSELAGE 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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FUSELAGE DESCRIPTION (3) FORWARD FUSELAGE (continued) 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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FUSELAGE DESCRIPTION (3) FORWARD FUSELAGE (continued) 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 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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FUSELAGE DESCRIPTION (3) CENTER FUSELAGE 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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FUSELAGE DESCRIPTION (3) CENTER FUSELAGE (continued) 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. The upper forward unit skin panels are made of GLARE; all remaining skin panels in this section are made of aluminum alloy. The upper deck crossbeams are made of aluminum alloy from FR 38 to FR 40, and CFRP from FR 41 to FR 74.
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FUSELAGE DESCRIPTION (3) CENTER FUSELAGE (continued) 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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FUSELAGE DESCRIPTION (3) CENTER FUSELAGE (continued) 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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FUSELAGE DESCRIPTION (3) AFT FUSELAGE SECTION LAYOUT 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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FUSELAGE DESCRIPTION (3) CONE/REAR FUSELAGE SECTION LAYOUT 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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FUSELAGE DESCRIPTION (3) CONE/REAR FUSELAGE (continued) 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 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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FUSELAGE DESCRIPTION (3) CONE/REAR FUSELAGE (continued) 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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FUSELAGE DESCRIPTION (3) CONE/REAR FUSELAGE (continued) 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 MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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PYLONS DESCRIPTION (3) 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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PYLONS DESCRIPTION (3) 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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PYLONS DESCRIPTION (3) PRIMARY STRUCTURE (PYLON BOX) GENERAL ARRANGEMENT 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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PYLONS DESCRIPTION (3) PRIMARY STRUCTURE (PYLON BOX) (continued) 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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PYLONS DESCRIPTION (3) PRIMARY STRUCTURE (PYLON BOX) (continued) 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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PYLONS DESCRIPTION (3) PRIMARY STRUCTURE (PYLON BOX) (continued) 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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PYLONS DESCRIPTION (3) SECONDARY STRUCTURE 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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PYLONS DESCRIPTION (3) SECONDARY STRUCTURE (continued) AFT PYLON FAIRING (APF) AND REAR SECONDARY 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) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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NACELLES DESCRIPTION (3) GENERAL ARRANGEMENT 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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NACELLES DESCRIPTION (3) 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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NACELLES DESCRIPTION (3) 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 panel s 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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NACELLES DESCRIPTION (3) THRUST REVERSER AND FAN EXHAUST C OWL 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 to attach the thrust reverser to the engine and to provide structural support to the actuation system and the cascades. The following elements are attached to the inner fixed structure: - the cascades (CFRP), - the blocker doors (CFRP), hinged to the translating cowl and attached to links, - the translating cowl. The translating cowl is an assembly of: - the acoustic barrel (CFRP sandwich), which enhance noise reduction, - the external barrel (CFRP).
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NACELLES DESCRIPTION (3) THRUST REVERSER AND FAN EXHAUST C OWL (continued) 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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NACELLES DESCRIPTION (3) 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 ring; the unit is attached at its forward end to the engine with a titanium alloy mounting flange.
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HORIZONTAL STABILIZER DESCRIPTION (3) 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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HORIZONTAL STABILIZER DESCRIPTION (3) GENERAL (continued) 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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HORIZONTAL STABILIZER DESCRIPTION (3) SPAR BOX 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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HORIZONTAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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HORIZONTAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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HORIZONTAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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HORIZONTAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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HORIZONTAL STABILIZER DESCRIPTION (3) FUSELAGE ATTACHMENT 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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HORIZONTAL STABILIZER DESCRIPTION (3) 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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HORIZONTAL STABILIZER DESCRIPTION (3) 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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HORIZONTAL STABILIZER DESCRIPTION (3) TRAILING EDGE ACCESS PANELS 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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HORIZONTAL STABILIZER DESCRIPTION (3) 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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HORIZONTAL STABILIZER DESCRIPTION (3) 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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VERTICAL STABILIZER DESCRIPTION (3) GENERAL ARRANGEMENT The vertical stabilizer is installed at the rear of the fuselage, mounted on top of section 19.
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VERTICAL STABILIZER DESCRIPTION (3) GENERAL ARRANGEMENT (continued) 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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VERTICAL STABILIZER DESCRIPTION (3) SPAR BOX 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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VERTICAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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VERTICAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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VERTICAL STABILIZER DESCRIPTION (3) SPAR BOX (continued) 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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VERTICAL STABILIZER DESCRIPTION (3) 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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VERTICAL STABILIZER DESCRIPTION (3) 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 core. The left hand side panels are hinged to allow easy access.
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VERTICAL STABILIZER DESCRIPTION (3) 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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VERTICAL STABILIZER DESCRIPTION (3) 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, - and a leading edge, which has fourteen CFRP ribs, riveted to the spar and CFRP leading edge panels. The left hand side leading edge panels are removable and screwed to the leading edge ribs. The right hand side leading edge panels are fixed and riveted to the leading edge ribs.
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VERTICAL STABILIZER DESCRIPTION (3) RUDDER (continued) UPPER 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 twenty-two CFRP stiffeners installed on the outer surface of the spar, - six CFRP box ribs attached to the rudder spar through an angle, - seven CFRP simple load ribs and two CFRP double load ribs at location rudder actuators 3 and 4. All these ribs are attached to the rudder spar through a spine hinge fitting, - two actuator attachment fittings and seven hinge fittings made of aluminum alloy, - a leading edge, which consists of twenty-six CFRP ribs riveted to the spar and CFRP leading edge panels. The left hand side leading edge panels are removable and screwed to the leading edge ribs. The right hand side leading edge panels are fixed and riveted to the leading edge ribs, - a rudder tip made of aluminum alloy.
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WINDOWS DESCRIPTION (3) GENERAL The windows are installed in: - the cockpit, - the cabin, - the doors, - inspection and observation areas (not illustrated). All the windows, which are installed in pressurized areas of the fuselage structure, are fail-safe.
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WINDOWS DESCRIPTION (3) COCKPIT WINDOWS GENERAL ARRANGEMENT The cockpit windows are installed on the left and the right hand sides and at the front of the cockpit. They are fitted on a framework made of aluminum alloy. There are two types of cockpit windows - the fixed windows (windshields and aft fixed windows), - the sliding windows.
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WINDOWS DESCRIPTION (3) COCKPIT WINDOWS (continued) FIXED WINDOWS The fixed window panels are all composed of 3 layers (panes) of hardened glass laminates, a layer of plastic material separates each one. The panes, mounted in directly molded seals, are clamped by means of a retainer from: - the outside of the aircraft for the windshields, - the inside of the aircraft for the aft fixed windows. The windshields are of integral security type and give protection against bird impacts and bad meteorological conditions.
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WINDOWS DESCRIPTION (3) COCKPIT WINDOWS (continued) SLIDING WINDOWS The two sliding windows, on the left and the right hand sides, are installed between the fixed windows. The crew can use the sliding windows as emergency exits. The sliding window panels are clamped within the retainer and the mobile frame, which lets the windows move on the rails attached onto the aircraft structure. Each window panel is an assembly of 3 layers (panes) of hardened glass laminates; a layer of plastic material separates each one. A peripherical seal made of silicone used for the sealing between the panel and the mobile frame.
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WINDOWS DESCRIPTION (3) CABIN WINDOWS The cabin windows are installed between the frames of the fuselage. They give visibility to the passengers in all seating arrangements. Each cabin window set is an assembly of two panes, one inner and one outer pane, which can carry the load of the full differential cabin pressure. The inner and the outer panes are made of stretched acrylic resin. They are installed into the window frame (made of aluminum alloy) by means of a retainer ring (made of aluminum alloy) and 6 attached eyebolts (made of stainless steel). A seal made of silicone makes sure that the window is pressure tight when it is installed in the window frame. There is a small hole (vent hole) in the bottom part of the inner pane. This lets the pressure between the two panes stay the same than in the cabin.
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WINDOWS DESCRIPTION (3) DOOR WINDOWS The passenger/crew doors and emergency exit doors have a circular window, larger than a conventional passenger wi ndow. They give an improve sight of the outdoor especially to th e ground, in order to be used for inspection and observation. Each door window set is composed of two panes, one inner and on e outer pane, made of stretched acrylic resin, separated by a Fresnel lens. They are installed into the window frame (made of aluminum alloy) by means of a retainer ring (made of aluminum alloy) and 6 attached eyebolts (made of stainless steel). A seal made of silicone makes sure that the window is pressure tight when it is installed in the window frame. There is also a vent hole, which uses the same technology as the hole illustrated on the cabin windows.
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CENTER WING BOX DESCRIPTION (3) GENERAL The center wing box (section 21) is installed in the center fuselage between frame (FR) 46 and FR 56. It gives the cantilever attachment for the wings, while distributing their loads into the fuselage. The center wing box can be used as a fuel tank depending on the aircraft versions; the A380-800 has a dry center wing box.
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CENTER WING BOX DESCRIPTION (3) GENERAL ARRANGEMENT The main structure of the center wing box comprises: - two ribs (Rib 1), left and right, - 2 lower skin panels, - 2 upper skin panels, - a front spar at FR 46 with a pressure bulkhead, - a center spar at FR 51, - a rear spar at FR 56 with a pressure bulkhead, - a set of 143 integral carbon fiber reinforced plastic rods, - outer wing attachment fittings.
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CENTER WING BOX DESCRIPTION (3) SKIN PANELS The top skin panel assembly is the roof of the center wing box. It also supports the cabin floor structure. The forward panel goes from the front spar (FR 46) to the center spar (FR 51), and the rear panel goes from the center spar to the rear spar (FR 56). The two top skin panels are made of Carbon Fiber Reinforced Plastic (CFRP) and have CFRP stiffeners on the inner surface. On their outer surface, eleven beams, running in the longitudinal direction, give further strength to the assembly. These beams are made of aluminum alloy up to Manufacturer's Serial Number (MSN) 27 and CFRP from MSN 28. The bottom skin panel assembly comprises two bottom skin panels, which are made of CFRP. The forward panel goes from the front spar (FR 46) to the center spar (FR 51), and the afterward panel goes from the center spar to the rear spar (FR 56). The forward skin panel has CFRP stiffeners on the upper surface for all its length. The rear skin panel only has five stiffeners and is smooth on the rear part. On the outer surface, eleven I-shaped beams running in the longitudinal direction give further strength to the assembly. They are made of aluminum alloy up to MSN 4 and CFRP from MSN 5. A flange angle made of CFRP connects the two top and the two bottom skin panels and gives the upper and lower attachment of the center spar.
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CENTER WING BOX DESCRIPTION (3) SPARS FRONT SPAR The front spar web is made of CFRP tapes, it has horizontal CFRP stiffeners on the forward face and vertical stiffeners made of aluminum alloy on the rear face. The forward top skin panel is directly attached to the front spar. Stiffener fittings made of aluminum alloy enable the upper attachment of th e vertical stiffener. A lower flange angle made of CFRP connects the forward bottom panel to the front spar. The internal junction between th e front spar, the rib 1 and the forward top panel is achieved by the forward vertical tee fitting and an internal corner fitting, both made of aluminum alloy. The internal junction between the front spar, the rib 1 and the forward bottom panel is achieved by the forward vertical tee fitting and an internal corner fitting made of aluminum alloy.
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CENTER WING BOX DESCRIPTION (3) SPARS (continued) CENTER SPAR The center spar web is made of CFRP; and is reinforced with aluminum alloy vertical stiffeners on the forward face, and CFRP horizontal stiffeners on the rear face. A stabilizing angle made of CFRP borders the spar hole edge. On the forward face of the center spar, the junction between the center spar and the rib 1 is achieved by a continuity fitting and a lower continuity fitting, both made of
corner fitting made of aluminium alloy and a junction fitting made of CFRP. The internal junction between the rear spar, rib 1 and the rear bottom skin panel is achieved by the rear vertical cross fitting, an internal corner fitting made of aluminum alloy and a junction fitting made of CFRP.
aluminum alloy. On the rear face, the junction is achieved by upper and lower continuity fittings made of aluminum alloy. The junction between the center spar and the skin panels (top and bottom) is achieved by two flange angles (upper and lower), made of CFRP.
REAR SPAR The rear spar web is made of CFRP with aluminum alloy vertical stiffeners on the forward face and 2 horizontal CFRP stiffeners on the rear face. The access for maintenance to the center wing box inner structure is through two holes in the rear spar. The doors, which close the access holes of the rear spar, are made of aluminum alloy. A shield made of aluminum alloy covers each door and protects them about runway debris and in case of tire blast. The rear spar is connected to the rear bottom skin panel with a lower flange angle made of CFRP. For the rear spar, at the locations related to the wing landing gear bay walls, the vertical stiffeners are replaced by two rod fittings and intrados fittings, made of aluminum alloy. Compression fittings made of aluminum alloy are installed between the two intrados fittings. The rear spar is connected to the rear top panel by means of an upper flange angle made of CFRP. At the locations related to the wing landing gear bay walls, vertical stiffeners are replaced by the two- rod fittings and extrados fittings, made of aluminum alloy. The internal junction between the rear spar, rib 1 and the rear top skin panel is achieved by the rear vertical cross fitting made of aluminium alloy, an internal MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 51 Structure
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CENTER WING BOX DESCRIPTION (3) RODS Inside the center wing box, 143 CFRP rods form 11 bay-truss ribs of 13 rods each. The rods are connected to the skin panels and to the spars with rod fittings. Most of the fittings are integrated on the spar vertical stiffeners.
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CENTER WING BOX DESCRIPTION (3) WING ROOT JOINT The rib 1 web is surrounded by the following junction fittings, which allow the junction with the other center wing box elements on one side and with the outer wing box elements on the outboard side: - cruciform fitting, - triform fitting, - lower butt strap fitting, - rear vertical cross fitting, - forward vertical tee fitting. The junction between the front spar and rib 1 is made with the vertical tee fitting. The junction between the rear spar and rib 1 is achieved by the vertical cross fitting. The junction between rib 1 and the lower skin panels is achieved by the triform fitting, and the junction between rib 1 and the top skin panel is achieved by the cruciform fitting.
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OUTER WING DESCRIPTION (3) GENERAL The aircraft outer wing is divided into six parts: - the outer wing box, - the wing tip, - the leading edge and leading edge devices, - the trailing edge and trailing edge devices.
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OUTER WING DESCRIPTION (3) OUTER WING BOX GENERAL ARRANGEMENT The two outer wing boxes are connected to the center wing box at Rib 1, providing a continuous wing structure. The main components of each outer wing box are: - top and bottom skin panels, - front, center, and rear spars, - and ribs. This module will present also the attachments for pylons and wing landing gear.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) SKIN PANELS The outer wing box has 5 top skin panels and 5 bottom skin panels. Both extend a short distance in front of the front spar and behind the rear spar. They have attachment for the fixed leading edge trailing edge structures. Top skin panels 1 to 5 are machined from aluminum alloy and the following aluminum alloy stringers reinforce them: - 29 top stringers of "J" section extrusion, - 33 bottom stringers of "I" section extrusion. The joints between panels are achieved by aluminum alloy butt strap. Top skin panel 5 has integral stringers.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) MANHOLES Fuel tank accesses are through 32 manholes, which are closed by doors. Each door set comprises an inner and an outer access panel made of aluminum alloy, a knitted wire gasket and a seal. 2 loaded access panels made of aluminum alloy are installed between Rib 46 and Rib 48, the NACA and the overpressure panels.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) FRONT AND REAR SPARS The front spar extends from Rib 1 to Rib 49. It has 5 aluminum alloy C-shape sections, joined using joint plates at Ribs 8, 14, 29 and 38 with top and bottom straps. The rear spar extends from Rib 1 to Rib 49. It has 4 aluminum alloy C-shape sections, joined at Ribs 11, 17 and 33 with top and bottom straps.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) CENTER SPAR The center spar is "C" shaped, made of aluminum alloy, having two sections using a single joint plate between Ribs 11 and 12, and extending from Rib 1 to Rib 17.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) RIBS There are 49 metallic and non metallic ribs. Ribs are continuous between front and rear spars, except for ribs 2 to 17 which are half ribs to accommodate the center spar. Ribs 18 to 49 are full ribs joined to the front and the rear spars. There are 40 ribs and half ribs, made of aluminum alloy, in various locations. There are 23 non-metallic ribs and half ribs, used mainly for the weight saving. The rib web is made of Carbon Fiber Reinforced Plastic (CFRP), and the rib feet are made of aluminum alloy.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) WING ROOT JUNCTION The outer wings boxes are joined to the center wing box at Rib 1, using the following elements: - a cruciform fitting (junction of the center and outer wing box top skin panels, and the fuselage skin panel), - a triform fitting, (junction of the outer and center wing box bottom skin panels) - a (lower skin) butt strap, which secures the bottom skin panels junction, - a forward vertical tee fitting (front spars junction), - a rear vertical cross fitting (rear spars junction). All fittings are made of aluminum alloy.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) WING LANDING GEAR ATTACHMENT The followings fittings attach the wing landing gear to the aft face of the rear spar: - the gear rib, made of aluminum alloy, - the pintle fitting, made of titanium alloy, which holds the wing landing gear forward pintle pin, - the side stay fitting, made of aluminum alloy, which holds the cardan pin of the undercarriage.
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OUTER WING DESCRIPTION (3) OUTER WING BOX (continued) PYLON ATTACHMENTS There are forward and rear attachment fittings on the wing box for each engine pylon. All these fittings are machined from titanium alloy. The forward attachment is composed of the following parts: - a forward fitting, which carries the vertical loads to the outer wing box, - and a thrust (spigot) fitting, that carries the longitudinal and lateral loads from the engine to the outer wing box. The forward pylon attachment fitting is fastened to the front spar. The spigot fitting is fastened through the bottom skin panel, to the forward attachment fitting. The aft attachment is the aft pick-up fitting, which carries the vertical and lateral loads to the outer wing box. It is attached, through the bottom skin panel, to one or two diaphragms, fastened to one (or two) ribs of the outer wing box.
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OUTER WING DESCRIPTION (3) WING TIP (INCLUDING WINGLET) The wing tip is bolted to the outer wing box, immediately outboard of Rib 49. The winglet is fitted to the outboard end of the wing tip. The wing tip and winglet structures are made of aluminum alloy. The wing tip has a leading and trailing edges attached to the main structure (wing tip box). The wing tip box is attached to the outer wing box with compression and tension fittings, and spar fittings. The winglet is composed of two fences, both connected to the wing tip box from Rib 54 to Rib 58.
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES GENERAL ARRANGEMENT The leading edge and leading edge devices give an aerodynamic shape to the front of the outer wing. It is composed of the following elements installed forward of the front spar: - the fixed leading edge, made of 3 structure assemblies and attached to the front spar, bears the leading edge devices, - and the leading edge devices: the droop noses at the inner and the slats at the center and outer areas of the outer wing.
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES (continued) FIXED LEADING EDGE The fixed leading edge has three sections which extends forward of the front spar: - the inboard fixed leading edge located between Rib 1 and Rib 16 and divided into two parts, the inboard in ner fixed leading edge (bath tub) and the inboard outer fixed leading edge, - the mid fixed leading edge, located between Rib 16 and Rib 27, - and the outboard fixed leading edge, located between Rib 27 and Rib 49 (tip rib).
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES (continued) INBOARD FIXED LEADING EDGE The inboard inner fixed leading edge (bath tub) and the inboard outer fixed leading edge has a "D"-nose assembly supported by leading edge ribs, attached to the outer wing box front spar. Leading edge ribs are either truss work or full web. The inboard outer fixed leading edge has support ribs, located in pairs at each location of the droop nose hinge arms. The inboard outer fixed leading edge has three top panels made of Glass Fiber Reinforced Plastic (GFRP) and bottom panels made of CFRP, of sandwich construction, attached to the leading edge ribs. The bottom panels give access to the droop noses driving mechanism. The D-nose assemblies are composed of the following aluminum alloy parts: - sub spar, - open ribs, - stringers, - and skin panels.
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES (continued) MID AND OUBTBOARD FIXED LEADING EDGE The mid and outboard fixed leading edges have a thermoplastic "J"-nose assembly (stiffened skin panel, sub-spar and riblets) supported by ribs attached to the outer wing box front spar. Slats are installed on this structure. The followings ribs, made of aluminum alloy, are fitted to the outer wing box rear spar: - the hold down ribs receive the slat bumb, - the track ribs support the rollers and rotary actuator for slats, - the intermediate ribs support the leading edge. The inboard outer fixed leading edge has bottom panels (not shown) made of CFRP, of sandwich construction, attached to the leading edge ribs. They give access to the slats driving mechanism.
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES (continued) DROOP NOSES On each side, the 2 droop noses are located on the inboard outer fixed leading edge and are composed of: - 1 aluminum alloy top skin panel with stringers and girders, and 1 back skin panel (not shown in the illustration), - 9 CFRP bottom panels (5 for the droop nose No 1 and 4 for the droop nose No 2), - 1 trailing edge profile made of aluminum alloy sandwich, - 1 rear spar, - 8 hinge arms ribs, sheet metal ribs and end ribs made of aluminum alloy. The actuation is driven by 4 master driven hinge arms (two for each droop nose) made of aluminum, driven links made of stainless steel and links made of titanium alloy. 4 undriven hinge arms with links support the droop nose structure during the actuation.
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OUTER WING DESCRIPTION (3) LEADING EDGE AND LEADING EDGE DEVICES (continued) SLATS On each outer wing side, six slats are distributed respectively three on the mid (slats 3, 4 and 5) and three on the outboard fixed leading edge (slats 6, 7and 8). Slats are composed of the following parts (some parts are not illustrated): - 1 top skin, bottom skins, stringers and girders, - a trailing edge of aluminum sandwich construction, - a rear spar, - track ribs, hold down ribs, sheet metal ribs and end ribs. All these parts are made of aluminum alloy. The slats are supported by curved tracks, which run on rollers. Rotary actuators drive some tracks. Each slat is installed on 2 tracks (a master and a slave tracks), excepting slat 8 installed on 3 tracks. Track ribs are attached to slat tracks via titanium alloy links.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES GENERAL ARRANGEMENT The trailing edge and trailing edge devices give an aerodynamic shape to the aft of the outer wing. They are composed of the following elements: - the fixed trailing edge, made of 3 structure assemblies and attached to the rear spar, bears the trailing edge devices, - the trailing edge devices: 3 flaps with six flap tracks, 3 ailerons and 8 spoilers.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) FIXED TRAILING EDGE The fixed trailing edge structure extends aft of the rear spar. It has attachments for the trailing edge devices and also panels which give an aerodynamic shape to the trailing edge. It is divided into 3 sections: - the inner rear spar fixed trailing edge, - the mid rear spar fixed trailing edge, - the outer rear spar fixed trailing edge.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) INNER REAR SPAR FIXED TRAILING EDGE The structure of the inner rear spar fixed trailing edge gives support for the spoilers 1 and 2 and the flap track beam 2. This structure also holds panels, which are aerodynamic fairings. It is composed of the following elements made of aluminum alloy (excepting for some panels): - the false rear spar, which holds the spoilers 1 and 2 fittings and the flap track beam 2 aft attachment fitting, - top and bottom trailing edge panels, made of CFRP sandwich incorporating a GFRP leading edge and supported by the trailing edge ribs, - the inner fixed shroud, with panels made of CFRP sandwich, - the shroud box, of same design as the inner fixed shroud, - the overwing panel made of CFRP sandwich, - the underwing panel made of aluminum alloy.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) MID REAR SPAR FIXED TRAILING EDGE The mid rear spar fixed trailing edge gives support for spoilers 3 to 8 and for the flap track beams 3 to 5, and holds also panels. It is composed of: - the flap track beams 3 to 8 aft attachment fittings, - the spoiler 3 to 8 fittings (hinge ribs, common ribs and actuator fittings), - the top and bottom trailing edge panels, made of CFRP sandwich incorporating a GFRP leading edge and supported by the trailing edge ribs. All parts are made of aluminum alloy, excepting the top and bottom panels.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) OUTER REAR SPAR FIXED TRAILING EDGE The outer rear spar fixed trailing edge provides support for the inner, center and outer ailerons and holds also panels. It is composed of: - the inner, center and outer aileron fittings (hinge ribs, actuator fittings and intermediate ribs), made of aluminum alloy, - the top and bottom trailing edge panels, made of CFRP sandwich incorporating a GFRP leading edge and supported by the trailing edge ribs.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) FLAPS The flaps system is composed of 3 sin gle slotted flaps per wing. Each flap is supported by 2 tracks. The inner flap has a torsion box made with aluminum alloy skins and stringers, ribs and spars, and a trailing edge of sandwich construction. The center and the outer flaps have a torsion box made with CFRP skins and stringers, ribs and spars and an aluminum alloy sandwich trailing edge. In load introduction areas, aluminum alloy ribs (track ribs and end ribs) are used. A rubbing strip made of stainless steel is bonded to the outer surface of the top skins.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) FLAP TRACK BEAMS Tracks and carriages hold the flaps. Carriages move onto roller tracks. Roller tracks are parts of flap track beams. There are 2 types of flap track beams: - No 1, attached to the fuselage with support struts, - No 2 to 6, attached to the outer wing box ribs at their forward end, and to the flap track beam aft attachment fittings at the center. The flap track beam No 1 is machined from titanium alloy, while the other ones have a box structure made of CFRP and a roller track made of titanium alloy.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) FLAP TRACK FAIRINGS The flap track fairings enclose the flap track beams 2 to 6. They are made with a CFRP sandwich shell and aluminum alloy frames and have 3 parts: - a fixed fairing, - a movable mid fairing, hinged to the flap track beam, - and a movable tail cone. The LH fixed fairing 2 bears the Ram Air Turbine and fixed fairings 6 are integrated in the outboard engine pylons.
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) AILERONS There are 3 ailerons per wing located at the end of the wing trailing edge side. The inner and the center ailerons have 4 hinges and the outer aileron has 5 hinges. Each aileron is composed of the following parts: - skin panels made of CFRP sandwich, - leading edge and ribs made of thermoplastic, - spars with integrated hinges made of CFRP, - main hinge fittings and actuator fittings made of titanium alloy,
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OUTER WING DESCRIPTION (3) TRAILING EDGE AND TRAILING EDGE DEVICES (continued) SPOILERS There are 8 spoilers per wing. They are mainly made of CFRP sandwich construction with aluminum alloy hinge fittings. A single actuator operates each spoiler through the titanium alloy bridge plate and 2 actuator fittings.
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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE L1W06161 APRIL 2006 PRINTED IN FRANCE AIRBUS S.A.S. 2006 ALL RIGHTS RESERVED AN EADS JOINT COMPANY WITH BAE SYSTEMS
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