NDT INSPECTION A300 / A300-600 FR 47 upper radius 1. A319 / A320 / A321 STRUCTURE DESCRIPTION 1.3. FUSELAGE 1.3.3. SECTION 15 - CENTER FUSELAGE 1.3.3.1. Layout 1.3.3.2. Construction 1.3.3.3. Upper Region 1.3.3.4. Lower Fuselage assembly 1.3.3.5. Keel Beam 1.3.3.6. Slanded Panels 1.3.3.7. Pressure Boundaries 1.3.3.8. Floor Structure / Seat Rails NDT INSPECTION MENU EXIT

UNDER NO CIRCUMSTANCE THE CD CONTENT SHOULD NOT SUPERSEDE INTRODUCTION 1.3.3. SECTION 15 - CENTER FUSELAGE 1.3.3.1. general layout The fuselage center section extends from frame 35 to frame 47 for A320, (from frame 35.8 to frame 47 for A321 and frame 35 to frame 47/51 for A319). The purpose of this CD ROM is to assist NDT inspectors in carrying out: - FR 47 Upper radius inspection - As per: A300 NTM 53-15-29 ( SB 53-0246) Or A300-600 NTM 57-10-42 (SB 53-6029) NOTE: UNDER NO CIRCUMSTANCE THE CD CONTENT SHOULD NOT SUPERSEDE THE NTM PROCEDURE OR THE SERVICE BULLETIN MENU EXIT

FR 47 DESCRIPTION FR 47 FRONT FACE FR 47 REAR FACE CABIN CABIN FR47 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. FR 47 REAR FACE CABIN CABIN FR47 Front side (LH) CENTER TANK WING TANK CABIN INSPECTED AREA MLG BAY WING TANK CENTER TANK MENU EXIT

PICTURE OF UNASSEMBLED PART GIVEN FOR BETTER UNDERSTANDING POSSIBLE DAMAGE 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. FR47 FRONT face CRACK LH SIDE “A” FR47 SIDE VIEW “A” CRACK CRACK LH SIDE FR47 BACK face “A” PICTURE OF UNASSEMBLED PART GIVEN FOR BETTER UNDERSTANDING Fatigue cracks emanating from the upper radius and propagating through the frame 47 MENU EXIT

INSPECTION AREAS KEEL DOUBLER EDDY CURRENT FR 47 FUSELAGE LH side FWD 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. KEEL DOUBLER FUSELAGE LH side EDDY CURRENT WING FWD FR 47 KEEL DOUBLER MENU EXIT

INSPECTION AREAS NTM ULTRASONIC CABIN Click here to play again MENU 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. ULTRASONIC CABIN Click here to play again MENU EXIT

INSPECTION AREAS NTM KEEL DOUBLER LATERAL PANEL CABIN CTR TANK 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. KEEL DOUBLER LATERAL PANEL CABIN CTR TANK WING TANK RIB1 MENU EXIT

ACCESS EC INSPECTION - FAIRINGS REMOVED LH side KEEL DOUBLER 1.3.3.2. Construction Gneeral The section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box. In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure. COMPARISON WITH A321 Section 15 of the A321 uses the same design principles as those employed for A320: - moving of emergency exits in section 14A/16A, - modified lower/upper lateral panels, - changes of wing root cruciform shape, - new thicknesses for most of the elements. COMPARISON WITH A319 - deletion of one emergency exit. EC INSPECTION - FAIRINGS REMOVED LH side KEEL DOUBLER US INSPECTION LH side FRAME 47 FRAME 47 WING TOP SURFACE Inspection area Inspection area FWD - FLOORS PANELS REMOVED - PIPES REMOVED CABIN FLOOR MENU EXIT

INSPECTION FLOW- CHART EDDY CURRENT INSPECTION 1.3.3.3. Upper Region In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. FRAMES Typical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37, 43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are formed from sheet metal. At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29. Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely machined. SKINS AND STRINGERS In the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers. In addition a riveted machined doubler reinforces the emergency exits cut-outs. In the lower region, the panel riveted to the keel beam is integrally machined. L < 8 mm (0.314 in) CRACK L > 8 mm (0.314 in) ULTRASONIC INSPECTION SB Re-inspection at xxx FC MENU EXIT

ULTRASONIC INSPECTION EDDY CURRENT INSPECTION INSPECTION METHODS 1.3.3.3. Upper Region In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319. FRAMES Typical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37, 43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are formed from sheet metal. At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29. Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely machined. SKINS AND STRINGERS In the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers. In addition a riveted machined doubler reinforces the emergency exits cut-outs. In the lower region, the panel riveted to the keel beam is integrally machined. ULTRASONIC INSPECTION EDDY CURRENT INSPECTION MENU EXIT

EDDY CURRENT INSPECTION 1.3.3.3. Upper Region (cont’d) A320 Emergency exit reinforcing panel (thickness examples) SRM identification page extract. EDDY CURRENT INSPECTION MENU EXIT

EDDY CURRENT INSPECTION 1.3.3.3. Upper Region (cont’d) A320 Emergency exit reinforcing panel (thickness examples) SRM identification page extract. Fatigue cracks emanating from the upper radius of frame 47 DAMAGE MENU EXIT

EDDY CURRENT INSPECTION EQUIPMENT AND MATERIALS 1.3.3.3. Upper Region (cont’d) Details Frame 42 details A . The equipment used in the development of this procedure is as follows : (1) Instrument : LOCATOR Type UH from HOCKING (2) Probe : 206P4F, NFe, Shielded, 2MHz from HOCKING (3) Calibration Standard : Al 29A029 from HOCKING NOTE :Any comparable Eddy Current equipment may be used provided that it satisfies the requirements of this procedure and is capable of resolving the reference slot in the calibration standard at the required level of resolution. EQUIPMENT AND MATERIALS MENU EXIT

EDDY CURRENT INSPECTION 1.3.3.3. Upper Region (cont’d) Details Frame 42 details A . Set the required frequency (2 MHz). B . Use the calibration standard Al 29A029 to calibrate the instrument for lift off and zero, in accordance with the manufacturer’s instructions. C . Position the probe directly over the 1 mm (0.039 in.) slot in the calibration standard and adjust the instrument sensitivity so that the meter needle is at 100% of full scale. CALIBRATION MENU EXIT

EDDY CURRENT INSPECTION NTM 1.3.3.3. Upper Region (cont’d) Details Frame 42 details Click here to play again - Position the probe near to the inspection area and adjust lift-off and zero as necessary. - Carry out the inspection using the probe position and scanning movement as illustrated. INSPECTION MENU EXIT

EDDY CURRENT INSPECTION 1.3.3.3. Upper Region (cont’d) Details Frame 42 details CRACK CRACK CRACK -A crack will be indicated by a sharp meter needle deflection to the right  25% of full scale. INSPECTION MENU EXIT

EDDY CURRENT INSPECTION ULTRASONIC INSPECTION SB 1.3.3.3. Upper Region (cont’d) Details Frame 42 details CRACK FWD L < 8 mm (0.314 in) Re-inspect L L > 8 mm (0.314 in) L ULTRASONIC INSPECTION Note: The crack length “ L” is taken from the back face of the frame. MENU EXIT

ULTRASONIC INSPECTION 1.3.3.3. Upper Region (cont’d) Details Frame 42 details ULTRASONIC INSPECTION MENU EXIT

ULTRASONIC INSPECTION -THE ULTRASONIC INSPECTION IS MADE IN 2 STEPS- RECORDING OF CRACK START POSITION IN THE RADIUS STEP 1 1.3.3.3. Upper Region (cont’d) Details Frame 42 details RECORDING OF CRACK DEPTH and END POSITION IN THE FRAME STEP 2 GENERAL -THE ULTRASONIC INSPECTION IS MADE IN 2 STEPS- STEP 1 : RECORDING OF CRACK START POSITION IN THE RADIUS STEP 2 : RECORDING OF CRACK DEPTH and END POSITION IN THE FRAME MENU EXIT

STEP 1 ULTRASONIC INSPECTION 1.3.3.3. Upper Region (cont’d) Details Frame 42 details KEEL DOUBLER crack Reference RADIUS STEP 1 RECORDING OF THE CRACK START POSITION IN THE RADIUS The principle is to locate the crack relative to a reference line, which is the projection of the keel doubler on the radius MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.4. Lower fuselage Assembly MAIN LANDING GEAR BAY Aft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted. Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel. The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms. NTM Click here to play again -Put the reference location tool PN 99A57103013007 on the Keel Doubler and record (with a fine permanent pen) the position in the radius of the reference line mark. INSPECTION MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.4. Lower fuselage Assembly MAIN LANDING GEAR BAY Aft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted. Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel. The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms. CRACK REFERENCE LINE MARK The crack position on the radius will be determined relative to this reference line mark MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.4. Lower fuselage Assembly MAIN LANDING GEAR BAY Aft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted. Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel. The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms. Click here to play again -Place the transparency vernier PN 99A57103013006 on the radius and adjust it’s position until the zero of the transparency vernier coincides with the crack origin on the back face of the fitting frame INSPECTION MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.4. Lower fuselage Assembly MAIN LANDING GEAR BAY Aft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted. Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel. The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms. CRACK POINT1 12 LH RECORD SHEET PN 99A57103013005 REFERENCE LINE MARK INSPECTION -Read on the transparency vernier the distance between the zero and the marked line and record this value on the “record sheet” (12 in this example) -This is Point 1- MENU EXIT

ULTRASONIC INSPECTION RECORDING OF CRACK DEPTH AND END POSITION. 1.3.3.4. Lower fuselage Assembly (cont’d) D RECORDING OF CRACK DEPTH AND END POSITION. STEP 2 MENU EXIT

Note: Except for the instrument, none alternative equipment ULTRASONIC INSPECTION 1.3.3.5. Keel beam The keel beam is installed between frame 35 (35.8 for the A321) and frame 46. It is attached tot he bottom of both frames and to the center wing box structure (section 21). The keel beam achieves the longitudinal structural continuity of the lower part of section 15 and transmits the fuselage bending loads. AIRBUS KIT PN 99A57103013000 EQUIPMENT AND MATERIALS Note: Except for the instrument, none alternative equipment (1) Instrument : USN 52 L from KRAUTKRAEMER GMBH (2) AIRBUS kit :PN 99A57103013000 including -Search unit: A5068, Al, 5 MHz, 60° Transverse wave from Panametrics -Cable LCMC 74-2 from Panametrics -Reference standard PN 99A57103027000 -Search unit template PN 99A57103013001 -Transparency vernier PN 99A57103013006 LH search unit position template: PN 99A57103013002 -RH search unit position template: PN 99A57103013003 -LH record sheet: PN 99A57103013004 -RH record sheet: PN 99A57103013005 -Reference location tool PN 99A57103013007 MENU EXIT

ULTRASONIC INSPECTION 1.3.3.5. Keel beam (cont’d) FR 47 CABIN FLOOR ACCESS MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) Click here to play again CALIBRATION A . Adjust the instrument for a 100 mm (3.937 in.) range transverse wave in Aluminum (10 divisions on the screen). B . Using the reference standard PN 99A57103027000, couple the search unit in line with the slot 1. C . Adjust the search unit position to obtain a maximum amplitude signal from the slot and adjust the delay to position the maximum slot echo at 6 divisions on the time base line. MENU EXIT

ULTRASONIC INSPECTION 1.3.3.5. Keel beam (cont’d) 100% + 12 dB D . Adjust the instrument gain control to give a full screen height signal on the time base display. For the inspection: Increase the instrument gain control by an additional 12 dB. MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) PROCEDURE - The scanning will start pointing the search unit towards the radius direction, in order to catch the crack at the origin. Then follow the crack, scanning inwards. (No template is used during this first scan) MENU EXIT

ULTRASONIC INSPECTION - Start scanning with the search unit NTM 1.3.3.5. Keel beam (cont’d) Click here to play again PROCEDURE - Start scanning with the search unit MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) Click here to play again PROCEDURE The end of the crack is when the signal drops at 15% FSH MENU EXIT

ULTRASONIC INSPECTION PROCEDURE NTM 1.3.3.5. Keel beam (cont’d) CRACK END AT 15% FSH CRACK END DIRECTION PROCEDURE NOTE THE SEARCH UNIT POSITION ON THE FITTING FRAME MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) Click here to play again -Put the search unit template in place and repeat the scanning. The search unit template enables the crack direction to be recorded when the signal drops at 15% (crack end). Note: It is recommended to cut the template to facilitate the scanning between holes A and B PROCEDURE MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) CRACK END AT 6.2 ON TIME BASE PROCEDURE RECORD THE END OF THE CRACK AT POSITION” X” ON THE TIME BASE (~6.2 in this example) MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.5. Keel beam (cont’d) CONSTRUCTION DETAILS Click here to play again PROCEDURE - Keeping the template in place with the fingers, remove the search unit MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.6. Slanded panels Click here to play again PROCEDURE - Put the “LH Search unit position template” on top of the “Search unit template” using the 2 holes A and B to locate the position The “search unit position template” will enable the search unit position to be recorded relative to holes A and B MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.6. Slanded panels Y Z Click here to play again PROCEDURE - Mark on the “search unit position template” both axes Y and Z MENU EXIT

ULTRASONIC INSPECTION 1.3.3.6. Slanded panels (cont’d) Click here to play again PROCEDURE - Remove the “search unit position template” MENU EXIT

ULTRASONIC INSPECTION 1.3.3.6. Slanded panels (cont’d) Click here to play again PROCEDURE Draw Y and Z axes on the “search unit position template” MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.6. Slanded panels (cont’d) Y Z Click here to play again PROCEDURE -Place the “record sheet LH” on top of the “search unit position template” -Extend the Y axis on the “record sheet” to report distance “d” MENU EXIT

ULTRASONIC INSPECTION 1.3.3.6. Slanded panels (cont’d) X =6.2 NTM NTM x d x PROCEDURE DETERMINATION OF “d ” (distance from the search unit to the crack end) MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.6. Slanded panels (cont’d) X Click here to play again 6.2 PROCEDURE On the reference standard, - Couple the search unit to be in line with the slot 2. - Adjust the search unit position to get the slot signal at the same “x” position on the CRT screen time base recorded ( 6.2 in our example ) MENU EXIT

ULTRASONIC INSPECTION 1.3.3.6. Slanded panels (cont’d) 6.2 6.2 CRACK END ON TIME BASE PROCEDURE The search unit position on the reference standard,corresponds to the same location on the frame (I.e 6.2 ) MENU EXIT

ULTRASONIC INSPECTION 1.3.3.6. Slanded panels (cont’d) NTM Click here to play again PROCEDURE Measure the distance “ d” from the search unit to the slot MENU EXIT

ULTRASONIC INSPECTION NTM 1.3.3.6. Slanded panels (cont’d) d PROCEDURE The distance “ d” to be reported on the “ Record sheet” is 53 mm in this example MENU EXIT

ULTRASONIC INSPECTION -Report this value on the record sheet 1.3.3.6. Slanded panels (cont’d) Click here to play again PROCEDURE -Report this value on the record sheet This is point 2 MENU EXIT

ULTRASONIC INSPECTION Measure the crack depth “D” on the”record sheet” NTM 1.3.3.6. Slanded panels (cont’d) D Click here to play again PROCEDURE Measure the crack depth “D” on the”record sheet” MENU EXIT

1.3.3.6. Slanded panels (cont’d) AND NOW JUST DO IT MENU EXIT

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