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IR PART 66 CAT A M7
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Technical Training Ltd
Cwmbran S. Wales
Maintenance Practices
IR PART 66 CAT A M7
Training Manual
Fundamentals
Lufthansa Resource
Technical Training
D-22335 Hamburg
D-60546 Frankfurt/Main
M7 MAINTENANCE PRACTICES
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Page: 1
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Technical Training
May 2004
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
Page: 2
M7.1 (Cat A)
IR PART 66
May 2004
M7.1 (Cat A)
IR PART 66
Page: 3
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PERSONAL SAFETY
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
May 2004
Reinforced
footwear
Eye
protection
Close-fitting
high-buttoned
overalls
Figure 1
Insulated
soles
Cuffless
trousers
No rings
or watch
Closefitting
cuffs
Ear protection
Tidy hair style
Keep workplace
safe, efficient
and tidy
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Head protection
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
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M7.1 (Cat A)
IR PART 66
May 2004
M7.1 (Cat A)
IR PART 66
Page: 5
Fuel spillages
Clear up all fuel using suitable equipment. If a major spill occurs, try to stop the
fuelling operation, or cause of the leak. Evacuate personnel, call the fire service. Where possible stop the fuel from entering any drains and waterways
using bunds, absorbent materials or emulsion compounds. All contaminated
material should be disposed of in accordance with local regulations. All spills
that enter drains and waterways should be reported to the local authorities.
CAUTION:
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M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
May 2004
Figure 2
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
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M7.1 (Cat A)
IR PART 66
May 2004
CAUTION:
M7.1 (Cat A)
IR PART 66
Page: 7
IF YOU SUSPECT A PERSON HAS RECEIVED AN ELECTRIC SHOCK AND REQUIRES FIRST AID: ENSURE THAT
THE PERSON IS NO LONGER IN CONTACT WITH THE ELECTRICAL SUPPLY. YOU MAY NEED TO CONSIDER
SWITCHING OFF THE POWER SUPPLY AT THE SOCKET
OR AT THE CIRCUIT BREAKER BOX. NEVER TOUCH THE
VICTIM UNTIL YOU ARE SURE THEY ARE UNPLUGGED.
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M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
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0.1AMP
to
0.2AMP
May 2004
Figure 3
0.001AMP
to
0.008AMP
MAY CAUSE
0.012AMP
MUSCULAR
to
CONTRACTION 0.02AMP
MAY CAUSE
SOME
SENSATION
PATH OF
CURRENT
Insulated
mat
Work with
one hand
in pocket
Insulated
soles
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EARTH (0 VOLTS)
ELECTRIC SHOCK
WILL CAUSE
DEATH
240 VOLTS
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SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
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M7.1 (Cat A)
IR PART 66
May 2004
M7.1 (Cat A)
IR PART 66
Page: 9
Oxygen
Oxygen is one of the three requirements for combustion to occur. It is therefore
a very hazardous substance that can cause fire and explosion if mis-used.
In order to avoid the risk of fire or explosion the following precautions should be
observed:
S Avoid oxygen coming into contact with oils and greases. Oxygen can cause
oil and grease to spontaneously combust without the application of heat,
therefore the use of oils and greases in oxygen systems is strictly forbidden.
S Smoking immediately after working with oxygen systems should be avoided
as clothing can absorb oxygen and the naked flame from a lighter or cigarette can then ignite the clothing.
S Ensure correct tooling only is used on oxygen systems. Normal tooling can
cause sparks and should not be used.
S Sparks due to static electricity can ignite oxygen and so aircraft should be
correctly bonded and earthed before working on oxygen systems.
S If tooling such as gauges need lubricating, only approved lubricants can be
used e.g. PTFE tape conforming to MIL SPEC T-27730.
S Leak tests on oxygen systems should only use presscribed oil free solutions.
S Before charging breathing oxygen systems on aircraft the oxygen should be
smelt to ensure it is not contaminated. Charging of oxygen systems should
be accomplished in accordance with the relevant AMM.
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Figure 4
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The man was operated upon and blood transfusions given, but he died three
days after being injured.
A South Wales man told how he thought he was going to die after one of his
colleagues directed compressed air from an air line up his rectum in an act of
horseplay.
Craig Warburton, of Cefn Hengoed, is accused of assault occasioning actual
bodily harm on Philip Morgan at work in January last year.
Mr Morgan told a jury at Cardiff Crown Court how he felt severe pain and a
bubbling in his stomach before passing out.
I thought I was going to die, he told the court, I thought my insides were
going to come away from me.
Mr Morgan told how employees at the factory, Conservatory Roof Systems of
Caerphilly, often used to engage in acts of horseplay during quiet periods.
There was name calling and bad language. Most of it was directed towards
me.
He said he was often the butt of the practical jokes because he worked in his
own corner of the factory.
I would sometimes retaliate, but the more I fought back, the worse it would be
for me.
He said the workforce often took part in boisterous antics at quiet times, using
reels of tape as Frisbees and firing screws from the compressed air lines.
I was never given any training in the use of the air lines, but I received training
in my previous job, he told the court.
The defendant is alleged to have placed the air line at the seat of Mr Morgans
jeans and released the jet of air, with a pressure of 80 psi.
Mr Morgan needed surgery after the incident and had to use a colostomy bag for
several months before undergoing surgery again to reverse the colostomy.
Warburton admits committing the act, but is denying the charge, claiming that
Mr Morgan was a willing participant in the horseplay.
The case continues.
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Safety
Personal safety can be enhanced by taking certain sensible precautions.
S Educate yourself about the properties (and any necessary safety precautions to take) of the substance you are dealing with. It is the employers responsibility to provide COSHH (Control of Substances Hazardous to Health)
sheets, which provide important information for the user. Additionally
information about all oils and chemicals used on aircraft can be found in the
AMM chapter 20--31--00
S Minimise the possibility of combustion by
-- wearing non-steel-tipped footwear
-- not carrying matches or lighters.
S Minimise the effects of fumes by
-- wearing a suitable mask or respirator
-- using a fume cabinet.
S Clean up or contain (and cordon off) spillages promptly.
S Prevent the contraction of dermatitis by
-- applying barrier cream prior to work
-- washing thoroughly after contact with oils and chemicals followed by the
application of re-fatting cream
-- using suitable protective gloves.
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
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M7.1 (Cat A)
IR PART 66
GLOVE BOX
Filter
May 2004
Figure 5
Pre-Filter
Work
Surface
Fan
M7.1 (Cat A)
IR PART 66
VERTICAL FLOW
Pre-Filter
Page: 12
Work
Surface
Super-Interception Filter
HORIZONTAL FLOW
Fan
Super-Interception Filter
Exhaust Grill
Fan
Filter
Fan
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HORIZONTAL FLOW
Glass Panel
VERTICAL FLOW
Glass Panel
Filter
Glass Panel
Fan
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
May 2004
Individual Lifting
In the engineering industry it is often necessary to lift fairly heavy loads. As a
general rule, loads lifted manually should not exceed 20 kg. Mechanical lifting
equipment should be used for loads in excess of 20 kg. However, even lifting
loads less than 20 kg can cause strain. and lifting loads incorrectly is one of the
major causes of back trouble.
The risk of personal injury and damage to equipment can be reduced by taking
simple precautions before the lifting or handling operations begin. For example,
if the load is obviously too heavy or bulky for one person to handle, you should
ask for assistance.
Even a light load can be dangerous if it obscures your vision. All moveable objects which form hazardous obstructions should be moved to a safe place before movement of the load commences.
As has already been stated, it is important to use the correct lifting technique.
This is because the human spine is not an efficient lifting device. If it is subjected to heavy strain, or incorrect methods of lifting, the lumbar discs may be
damaged causing considerable pain. This is often referred to as a slipped disc
and the damage (and pain) can be permanent.
The correct way to lift a load manually is shown opposite. You should start the
lift in a balanced squatting position with your legs at hip width apart and one
foot slightly ahead of the other. The load to be lifted should be held close to
your body. Make sure that you have a safe and secure grip on the load. Before
taking the weight of the load, your back should be straightened and as near to
the vertical as possible. Keep your head up and your chin drawn in; this helps
to keep your spine straight and rigid.
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IR PART 66
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Team Lifting
When a lifting party is formed in order to move a particularly large or heavy
load, the team leader is solely responsible for the safe completion of the task.
The team leader should not take part in the actual lifting but should ensure
that:
S Everyone understands what the job involves and the method chosen for its
completion.
S The area is clear of obstructions and that the floor is safe and will provide a
good foothold.
S The members of the lifting party are of similar height and physique, and that
they are wearing any necessary protective clothing.
S Each person should be positioned so that the weight is evenly distributed.
S He or she takes up a position which gives the best all--round view of the
area and will permit the development of any hazardous situation to be seen
so that the appropriate action can be taken in time to prevent an accident.
S Any equipment moved in order to carry out the operation is put back in its
original position when the task has been completed.
To raise the load, first straighten your legs. This ensures that the load is being
raised by your powerful thigh muscles and bones, and not by your back. To
complete the lift, raise the upper part of your body to a vertical position.
To carry the load, keep your body upright and hold the load close to your body.
Wherever possible hold the load so that the bone structure of your body supports the load. If the load has jagged edges, wear protective gloves, and if hazardous liquids are being handled wear the appropriate protective clothing.
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Manual Handling
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SAFETY PRECAUTIONS - AIRCRAFT AND
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Clear movable
objects
May 2004
Straighten
legs to
raise load
Let bone
structure
support load
Keep body
upright and
load close
to body
Keep
spine
straight
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Figure 6
Everyone understands
what the job involves
Keep back
straight
and near-vertical
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
Wear appropriate
clothing
Page: 14
Rubber or
plastic boots
Rubber or
plastic apron
Rubber or
plastic gloves
M7.1 (Cat A)
IR PART 66
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Working in Tanks
When fuel tanks have been completely emptied, the fire risk is still present due
to the presence of fuel fumes. Tanks should be thoroughly purged prior to
entering them and ideally continually purged throughout occupation.Station an
assistant outside the tank access to assist in a rescue if necessary.Always use
flameproof torches when working in tanks.
Without any one of these components a frie cant exist. Fire extinguishers work
on the priciples of either excluding oxygen or removing heat from the fire.
Fuel for fires is classified into for groups they are.
S Class A fires which have wood, paper and fabric as fuels
S Class B fires which have petrol oils and lubricants as fuels
S Class C fires which are Electic fires
S Class D fires which have metals as fuels
You will already be aware of the potential fire hazards of working in an environment containing vast amounts of highly flammable fuel, such as that contained
in aircraft.Because fire is a most dangerous threat which will always be with us
the following precautions must be observed:Smoke only in designated areas
set aside for that purpose.Observe and obey No Smoking signs on flight
lines.Do not carry non-safety matches and do not wear steel tips on shoes, as
they can create sparks.When operating petrol engined ground equipment, have
a foam fire extinguisher handy.Flammable liquids like paints and dope should
be kept in an approved store outside the hangar or workshop.If using heat
torches in a workshop (such as blow lamps), the flame should be directed towards fire bricks when not in immediate use.You should find out where fire extinguishers and fire buckets are located in your place of work.
Fire safety
Fires require three components in order to burn.
S Heat
S Fuel
S Oxygen
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SAFETY PRECAUTIONS - AIRCRAFT AND
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M7.1 (Cat A)
IR PART 66
May 2004
Figure 7
M7 MAINTENANCE PRACTICES
SAFETY PRECAUTIONS - AIRCRAFT AND
WORKSHOP
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M7.1 (Cat A)
IR PART 66
May 2004
Dry Powder
These extinguishers are most effective on Class B, C and particularly Class D
(metal) fires.
The two types of dry chemical extinguishers include one that contains ordinary
sodium or potassium bicarbonate, urea potassium bicarbonate and potassium
chloride base agents. The second multi--purpose type contains an ammonium
phosphate base. The multi--purpose extinguisher can be used on class A, B,
and C fires.
Most dry chemical extinguishers use stored pressure to discharge the agent,
and the fire is extinguished mainly by the interruption of the combustion chain
reaction.
Carbon Dioxide
Carbon dioxide extinguishers work by excluding oxygen from a fire, as well as
rapidly cooling it.
It is suitable to extinguish Class B fires, and because carbon dioxide is not
electrically conductive, can also be used on Class C fires.
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IR PART 66
Page: 17
Foam
Foam fire extinguishers use an aqueous film forming foam (AFFF) agent that
expels a layer of foam when it is discharged through a nozzle onto the surface
of a burning liquid, starving a fire of oxygen. They also have a cooling action
with a wider extinguishing application than water on solid combustible materials, and are therefore suitable for Class A and B fires.
Firefighters spray a foam blanket onto runways when aircraft land wheels-up
to suppress sparks as the aircraft slides along.
AFFF, known asTridol, is a synthetic foam concentrate containing detergent
and fluorocarbon surfactant that forms a foam capable of producing a vapour-suppressing aqueous film on the surface of some hydrocarbon fuels. It provides rapid flame knockdown on short preburn, shallow spill fires (eg aircraft
crash fires), but is not suited for use on long preburn, deep--seated fires (eg
storage tank fires).
Developed in the 1960s, AFFF is today largely replaced by the more sophisticated FFFP, known as Petroseal, a natural protein--based foam concentrate
containing fluorocarbon surfactants that forms a foam capable of producing a
vapour--suppressing aqueous film on the surface of hydrocarbon fuels. It was
developed in the 1980s.
Halogenated Hydrocarbon
The most common fire extinguishing agent for aircraft cabin fires is Halon, a
liquefied, compressed gas that stops the spread of fire by chemically disrupting
combustion. It is most effective on Class B and C fires. It can be used on Class
A and D, but is not as effective.
While the production of Halon ceased on January 1, 1994 under the Clean Air
Act, it is still legal to purchase and use recycled Halon and Halon fire extinguishers. In fact, the FAA requires all commercial aircraft to exclusively use
halon.
Halon 1211 and 1301 or Halon Blend are liquefied compressed gasses which
stop the spread of fire by chemically interrupting combustion. Halons are
odourless, colourless, electrically nonconductive, leave no residue after use
and are people safe.
The Halon blend is far superior to the 1211 Halon propelled by nitrogen because it generates its own pressure so that it does not change even if the extinguisher is almost empty.
Halon 1211 is Bromochlorodifluoromethane (BCF).
Halon 1301 is Bromotrifluoromethane.
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Water
Water extinguishers work by cooling the fire below its kindling temperature.
They should only be used for Class A fires, where electricity and chemicals are
not present. Indeed, using water on a Class D fire can intensify the fire.
The water is pressurised and propelled from the extinguisher by air or carbon
dioxide.
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Aircraft recovery
A report will need to be written on the incident. One of the reports aims will be
to recommend actions to prevent a recurrence of the incident.
Depending on the severity of the damage the CAA and manufacturers may be
required.
If damage is within limits stated in AMM/SRM the the aircraft can be repaired
and returned to service.
All accidents/incidents involving aircraft need to be reported to the Aircraft
Accidents Investigation Branch (AAIB). This must be a written report, but a 24
hour hotline is also available
Fire in a building
If the fire is small and an appropriate extinguisher is available it may be
possible to try and put the fire out, but only if it is safe to do so. At the same
time the local emergency services should be called (999 in the UK) on the
appropriate number. Note that some airfields will have their own emergency
numbers.
If the fire can not be extinguished then the building should be evacuated,
remembering to close all fire doors and where possible, hangar doors.
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M7.1 (Cat A)
IR PART 66
May 2004
Sound alarm
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SAFETY PRECAUTIONS - AIRCRAFT AND
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Figure 8
Fighting Fires
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M7.1 (Cat A)
IR PART 66
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
TOOL CALIBRATION
Personal Tools
All personal tools should be marked by the individual so that they are traceable
to him.
Tool Stores
Tool stores will often have a system in place whereby all tools on loan to a
tradesman will be accounted for by tagging. A tool tag (or tally) belonging to
the tradesman will be exchanged for the tool and placed on the spot vacated by
the tool (tools are often held on shadow boards for easy checking). In this
way, it can be quickly established that a tool is missing from the store and who
booked it out.
This is to prevent the theft of tools, but also (and more importantly) to minimise
the chance of the tool being left in the aircraft, becoming a potential
loose-article hazard.
TOOL CONTROL
M7.2 (Cat A)
IR PART 66
Page: 21
STANDARDS OF WORKMANSHIP
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TOOL HUSBANDRY
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WORKSHOP PRACTISES
Aug 2004
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WORKSHOP PRACTISES
Figure 9
Tool Control
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M7.2 (Cat A)
IR PART 66
Aug 2004
Storage
Aircraft supplies should be stored in clean, well-ventilated premises maintained
at an even dry temperature to minimise the effects of condensation. Very often,
the manufacturer will specify the ideal conditions.
All materials of a flammable nature (dope, thinners, paint and other solvents)
should be stored in an area isolated from main buildings.
Items that can adversely affect other items should be segregated:
S acid should not be placed whereby its fumes may affect raw materials or
finished parts
S phenolic plastics should be segregated from cadmium-plated steel parts
S magnesium alloys should not be stored with flammable materials.
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IR PART 66
Page: 23
Environment
Take care of your environment. Dispose of waste according to local instructions
in approved containers. Recycling should always be encouraged.
Care
Care should be taken with all material used in the workshop.
Scratches in metal surfaces are stress-raisers that can initiate cracks or
corrosion.
Identification
All materials in storage should have sufficient information attached to them to
provide an audit trail, ie they can be identified to a manufacturers batch.
Sheet aluminium alloy is normally stamped with the relevant information in one
corner, whilst sheet steels usually have a stamped tally attached to one corner.
This information should be copied to work documents.
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Safety
Workshops, by their very nature, contain a variety of items that may
S be heavy
S be sharp
S be toxic
S give off noxious fumes
S deliver electric shocks
S burn
S irritate the eyes etc.
The list is seemingly endless, but it is important to
S recognise that workshops are potentially dangerous places
S know how to minimise the risks.
Personal protective apparel has been covered in the previous section, but it is
also important to look after the materials themselves.
The correct handling of materials, especially the high strength aluminium
alloys, is of extreme importance. Great care is necessary during loading and
unloading and storage at the consignees works to ensure that the material is
not damaged by chafing, scratching, bruising or indentation, and that it is not
excessively strained by bending, otherwise the mechanical properties of the
material may be seriously affected. Heavy forgings, extrusions and castings
should be carried and stored singly, ensuring that there is adequate support to
maintain the material in its intended shape without strain.
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 10
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M7.2 (Cat A)
IR PART 66
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Introduction
In order to arrive at values of distance, weight, speed, volume, temperature,
pressure etc., it is necessary to be familiar with the accepted methods tor
measuring these values and the units used to express them.
Through the ages, human beings have devised many methods for measuring.
However, it would be impossible to cover even a small part of the information
accumulated over these several thousand years.
Measurements used today in aviation are the English (Imperial) system and the
SI (metric) system.
SI is the abbreviation for the Systme International dUnits, the modernized
version of the metric system that the USA and other nations have agreed to
use.
GENERAL
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 11
Measurement Examples
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M7.2 (Cat A)
IR PART 66
Aug 2004
Dimensional Tolerances
A general tolerance is usually given for all dimensions on a drawing and is
stated in a printed box on the drawing. When the general tolerance is not appropriate, an individual tolerance may be given to a dimension. As shown
below, tolerances may be expressed by:-S quoting the upper and lower limits, or
S quoting the nominal dimension and the limits of tolerance above and below
that dimension.
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Allowance
Parts that have a maximum and minimum allowable size are still considered
acceptable if their size falls within the range given.
The difference between the nominal dimension and the upper or lower limit is
called the allowance. For example, if a dimension is depicted as .3125 inches
+/- .0005, the allowable dimensions are between .3120 and .3130 inches.
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Measurement of Dimensions
Measuring of material and machined subjects involves the use of measuring
tools to determine sizes of length, width, thickness, diameters etc.
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Thickness
Width
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 12
Length
Measurement Of Dimensions
Diameter
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M7.2 (Cat A)
IR PART 66
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English System
The majority of people in English--speaking countries are familiar with the English unit system. Its units of length, time and weight are the inch, second and
pound. Therefore the complete documentation of Boeing aircraft uses the English unit system.
Airbus documentation uses both Imperial and metric units.
Metric System
The International System of Units, known as the SI system, had its origin when
the metre was selected as the unit of length and the kilogram as the unit of
mass. These units were created by the National Academy of Science and
adopted by the National Assembly of France in 1795.
The United States Congress legalised the use of the metric system throughout
the United States on July 28, 1866, but it was not until December 23, 1975 that
the metric Bill was signed into law in the United States to convert all measurements into the metric system.
One of the great advantages of the metric system is the fact that it is built on
decimal units. Each basic unit may be multiplied or divided by ten as many
times as it is necessary to get a convenient size. Each of these multiples has a
definite prefix, symbol and name.
Di
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 13
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M7.2 (Cat A)
IR PART 66
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2. ?0F
= 270C
27 x 9/5 + 32 = 270C
80.60F
= 270C
Conversion Examples
1. ?0C
= 630F
5/9 (63--32)
= 630F
5/9 x 31
= 630F
17.20C
= 630F
0C
0F
Water boils
1000C
Ice melts
00C
Absolute zero --2730C
Celsius unit
In the metric system the temperatures are given in degrees Celsius.
Water boils
2120F
Ice melts
320F
Absolute zero --4600F
Fahrenheit Unit
In the English / American unit system all temperatures are given in degrees
Fahrenheit.
Temperature Unit
Temperature is the degree of heat or cold measurable in a body. The measurement is accomplished with a thermometer and the value is expressed in degrees Fahrenheit or Celsius.
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
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M7.2 (Cat A)
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Aug 2004
1 INCH
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 14
YARD
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M7.2 (Cat A)
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One metre is equal to 39.37 in, which is a little longer than the U.S. yard. Thus
1 decimetre (dm) is equal to 3.937 in. In practice the units of length most commonly used are the millimetre, the centimetre, the metre and the kilometre.
10 millimetres = 1 centimetre
10 centimetres = 1 decimetre
10 decimetres = 1 metre
10 hectometres = 1 kilometre
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 15
Metric System
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M7.2 (Cat A)
IR PART 66
1 in = 25.4 mm
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= 3.968 mm
= 7.92 mm
5/32 in
Aug 2004
= 4.826 mm
= 9.525 mm
3/8 in
0.190 in =
= 7.935 mm
5/16 in
= 4.038 mm
= 4.76 mm
3/16 in = 25.4 16 x 3
= 3.18 mm
1/8 in =25,4 8
= 29.21 mm
= 6.35 mm
1/4 in = 25.4 4
= 12.7 mm
1/2 in = 25.4 2
Conversion Examples
So for sheet metal work it is essential to know the conversion between metres
and inches because all hole sizes, material gauges, all dimensions etc. are
given in inches and often need to be converted to the metric system.
Unit Conversion
P!ease remember:
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
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13/64
11/64
9/64
7/64
5/64
3/64
1/64
Figure 16
7/32
5/32
3/32
1/32
Inches
0.379
0.794
1.191
1.588
1.985
2.381
2.778
3.175
3.572
3.969
4.366
4.762
5.159
5.556
Millimeter
Equivalent
3/16
1/8
1/16
0.0156
0.0313
0.0469
0.0625
0.0781
0.0938
0.1094
0.1250
0.1406
0.1563
0.1719
0.1875
0.2031
0.2188
Decimal
Equivalent
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Page: 38
M7.2 (Cat A)
IR PART 66
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General
Steel scales or steel rules are found in almost all toolkits in both 6-- and 12-inch
lengths. They are used for sheet metal layout and for making measurements
where the accuracy of a vernier or a micrometer is not needed.
Theses scales are made of either tempered carbon steel or of satin--finished
stainless steel. They may be graduated in either the fraction or the decimal
system of English or in metric measurements, with some scales having graduations in both systems.
Fractionally graduated scales usually have one scale divided in increments of
1/32 inch and the other in 1/64 inch increments.
Decimal scales have one scale in 1/10 or 1/50 of an inch and the other scale in
increments of 1/1,000 inch.
Metric graduations are in centimetres and millimetres.
Scales are available in both the flexible form (about 0.015 inch thick) and the
rigid form (about 0.040 inch thick).
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
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Figure 17
Flexible Scales
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M7.2 (Cat A)
IR PART 66
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Scale Handling
When taking measurements with a scale, it should be so held that the graduation lines are as close as possible to the face. The eye which is observing the
reading should be as near as possible opposite to the mark being read, to minimise the possibility of parallax error.
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Page: 41
M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 18
Scale Handling
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M7.2 (Cat A)
IR PART 66
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M7.2 (Cat A)
IR PART 66
Aug 2004
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WORKSHOP PRACTISES
Figure 19
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M7.2 (Cat A)
IR PART 66
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Set Square
The set square is the most common tool for testing squareness.
When using the square, care should be taken to ensure that its blade is held
perpendicular to the surface being tested or errors may occur.
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Page: 45
M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
External Squareness
Measurement
Figure 20
Set Square
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Internal Squareness
Measurement
Page: 46
M7.2 (Cat A)
IR PART 66
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Radius Gauge
Radius gauges are used to measure either inside or outside radii.
Find a blade that fits the surface being checked.
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WORKSHOP PRACTISES
Page: 47
M7.2 (Cat A)
IR PART 66
Aug 2004
Outside radius
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Figure 21
Radius Gauge
Inside radius
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M7.2 (Cat A)
IR PART 66
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Protractor
The protractor consists of an adjustable blade with a dial that is graduated from
0o to 180o.
To use a protractor, set the blade to the angle being checked and lock the nut.
The angle is indicated on the protractor head.
The protractor is generally used in assembly areas to check part flanges or to
verify jig--located angles, clips, etc.
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
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Figure 22
Protractor
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M7.2 (Cat A)
IR PART 66
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M7.2 (Cat A)
IR PART 66
Aug 2004
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Figure 23
Feeler Gauge
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M7.2 (Cat A)
IR PART 66
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Blend Out Measurement Sequence With A Feeler Gauge (Ref. NDT A3 10)
1. Put the straight edge on to the inspection area.
2. Measure the gap between the straight edge and the structure with the
leaves of the feeler gauge. Make sure that the gauge touches the straight
edge and the structure.
3. Write down the measurement by adding the respective feeler gauge
dimensions.
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
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WORKSHOP PRACTISES
Figure 24
Feeler Gauge
Gap
Feeler Gauge
Skin
Skin
Straight edge flat
on skin
A-A
SECTION
Straight edge
Straight edge
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M7.2 (Cat A)
IR PART 66
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Ball (or hole) gauges are devices that are fitted into a hole and adjusted to fit
the hole snugly.
The gauge is then removed from the hole (taking care not to disturb the gauge
setting) and its diameter measured (eg with a micrometer) to determine the
holes size.
BALL GAUGES
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
Adjustable end
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WORKSHOP PRACTISES
Figure 25
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M7.2 (Cat A)
IR PART 66
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General
Marking out means marking on the material all the lines and points which are
needed to work with. In general this will be done in accordance with a
dimensional drawing. This is a drawing showing the exact shape with all dimensions indicated.
Take a piece of material and accurately copy the given dimensions of the work
from the drawing. Then cut out the piece of material with the work marked out
on it.
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 26
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M7.2 (Cat A)
IR PART 66
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Dividers
Dividers are used for scribing arcs and circles, for measuring between points
and for transferring dimensions taken from a steel rule. The contacts are the
sharp points of the straight legs, and measurement is by visual comparison.
Dividers are difficult to use accurately when the legs are widely extended and
the points steeply inclined to the work surface.
Dividers or compasses should not be used when marks or reference lines are
drawn on metal skin surfaces, since the metal points will cause permanent
damage. Instead, pencils are commonly used to mark out skins.
Tri-Square
For squaring and for lines at right angles a tri-square is used.
Rule
For marking out length, a rule or steel tape is used.
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
Rule
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Figure 27
Marking-Out Tools
Tri Square
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Dividers
Page: 60
M7.2 (Cat A)
IR PART 66
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Pencil
When working with aluminium alloy, a soft lead pencil may be used for layout
work or for marking reference lines in areas that will not be removed. However,
using normal lead pencils on bare aluminium alloy can scratch the surface and
introduce graphite into the material, resulting in corrosion.
Three examples of acceptable commercial pencils are Stabilo 8008, Dixon
Phano and Blaisdell, which use soft wax-charcoal in lieu of graphite.
NOTE:
Scriber
The scriber is used to mark lines on metal surfaces.
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WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Scriber
Figure 28
Marking-Out Tools
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Pencil
Page: 62
M7.2 (Cat A)
IR PART 66
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Combination Set
The combination set is an elaboration of the steel rule.
It consists of a rule with three heads; the stock (or square), the centre and
the protractor.
These heads slide along the scale and are removable.
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
simple clinometer
4 Protractor Head
1 Rule
2 Square Head
3 Centre Head
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
Clamp
90o
45o
Figure 29
Clamp
face A is plumb
Depth Gauge
45o
Spirit Level
Scriber
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Mitre 45o
Page: 64
M7.2 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
WORKSHOP PRACTISES
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M7.2 (Cat A)
IR PART 66
Aug 2004
M7.3 TOOLS
M7 MAINTENANCE PRACTICES
TOOLS
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M7.3 (Cat A)
IR PART 66
Aug 2004
Pin Punch
Pin punches have a parallel shank and the diameter is sized to match rivet
shanks.
The matching size punch is selected for the diameter of rivet being punched
out. During this operation, the structure should be supported (normally with a
riveting block) on the opposite face to prevent damage and minimise
bounce-back.
Centre Punch
A centre punchs tip is ground to an angle of approximately 60o and is used to
make indentations in metal. This helps to prevent wander when starting to drill
a hole. Care should be taken not to distort the surrounding material by using
too agressive a blow.
Composition
Punches are generally composed of steel, but can also be made of copper or
bronze (to minimise damage to the object being drifted out).
Safety
Eye protection should always be worn when a punch is used.
M7.3 (Cat A)
IR PART 66
Page: 67
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Introduction
Punches concentrate the force from a hammer blow to the immediate area of
the punch tip.
PUNCHES
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TOOLS
Automatic
Centre
Punch
Aug 2004
Centre
Punch
M7 MAINTENANCE PRACTICES
TOOLS
Taper Punches
Figure 30
Punches
Pin Punches
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M7.3 (Cat A)
IR PART 66
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Introduction
Sawing is mostly used for separating material but also for producing grooves
and notches.
A saw blade has many teeth. Their cutting edges are shaped like a chisel.
When sawing, at any time more than one tooth must be in contact with the
workpiece. The teeth remove small chips of the material.
The teeth must point in the cutting direction.
NB The blade fitted in the junior hacksaw has the teeth facing towards the
handle; the cutting direction is towards the operator. This is because the saw
frame is springy and compresses the blade if force is applied as the saw is
pushed away. The blade subsequently buckles.
SAWING
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TOOLS
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
wing nut
adapter guide
Figure 31
saw blade
blade adapters
frame
Saw
cutting
direction
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handle
Page: 70
M7.3 (Cat A)
IR PART 66
Aug 2004
M7.3 (Cat A)
IR PART 66
Page: 71
Clearance
To prevent the saw blade from binding as it cuts into the material, the slot it
creates must be greater than the blade thickness.
The saw blade, therefore, must cut the required clearance. This is accomplished by either of the following:
S The teeth are set.
S The blade is waved.
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Pitch
The pitch is the space from one tooth to the next.
Saw blades are rated depending on the number of teeth per one inch of blade
length:
S Coarse: for soft materials
S Medium: for normal materials
S Fine: for hard materials
SAW BLADE
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TOOLS
Aug 2004
32 teeth
25
(1 inch)
22 teeth
25
(1 inch)
14 teeth
25mm
(1 inch)
M7 MAINTENANCE PRACTICES
TOOLS
Fine
Medium
Coarse
Figure 32
Saw Blade
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Waved blade
clearance
clearance
view
bottom
view
bottom
Page: 72
M7.3 (Cat A)
IR PART 66
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
return stroke
without pressure
Figure 33
Sawing
angle
tooth gap
cutting direction
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chips
Page: 74
cutting stroke
with pressure
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IR PART 66
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Introduction
Filing is a process which removes material from metal or wood, etc.
Filing can be :
S A rough process to alter the size and shape of a part by removing a considerable amount of material.
S A finishing process to smooth a surface without removing much material.
FILING
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 34
handle
tang
blade
tip
File Parts
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M7.3 (Cat A)
IR PART 66
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Half-round files
Half-round files are used to file medium and large radii.
Round files
Round files are used to file small radii.
Square files
Square files are used for filing keyways and for enlarging square or rectangular
holes.
Triangular files
Triangular files have a cross-section that is an equilateral triangle. These files
are limited to internal angles greater than 60.
Flat files
Flat files are used for flat or convex surfaces.
General
The selection of the file shape depends on the size and shape of the surface to
be worked.
FILE SHAPES
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TOOLS
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M7.3 (Cat A)
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SQUARE
FLAT
M7 MAINTENANCE PRACTICES
TOOLS
Figure 35
File Shapes
HALF ROUND
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ROUND
TRIANGULAR
Page: 78
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IR PART 66
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Curved-Tooth
A curved-tooth file (often called a Dreadnought) is used to produce a very
smooth finish on soft metals such as aluminium.
Rasp-Cut
A rasp-cut file produces an extremely rough cut and is used on very soft materials such as wood and leather.
Double-Cut
Double-cut files are used for fast metal removal and where a rough finish is
permissible.
Single-Cut
Single-cut files are generally used to produce a smooth surface or to file a keen
edge.
Also for use on soft metals like lead, zinc or aluminium.
S
S
S
S
Smooth
Second Cut (not to be confused with Double-Cut)
Bastard
Rough
General
Files are also graded by the type, or grade, of finish they produce:
General
File cuts are divided (with reference to the character of the teeth) into
single-cut, double-cut, rasp-cut and curved-tooth.
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M7.3 (Cat A)
IR PART 66
GRADE OF CUT
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FILE CUTS
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Single Cut
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TOOLS
Smooth
Bastard
Figure 36
File Cuts
File Grades
Second Cut
Double Cut
File Types
Rough
Rasp
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Curved
(Dreadnought)
Page: 80
M7.3 (Cat A)
IR PART 66
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Safety
Always ensure a file in use has a handle fitted - the tang can puncture your
hand.
Bench Vice
Bench vice adjustment is important to achieve a proper working position.
The bench vice should be 5--8 cm (2--3 inch) below your elbow (see picture).
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TOOLS
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 37
5--8 cm
2--3 inch
Working Position
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7.3 (Cat A)
IR PART 66
Page: 83
Soft Metals
However, when filing very soft metals (such as lead or aluminium), pressure
should be applied on both forward and backward strokes. This has the effect of
dislodging chips from between the file teeth, preventing clogging.
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General
Guide the file by moving your body evenly.
Move the file in the direction of its longitudinal axis in order to avoid burrs in the
work surface.
FILE TECHNIQUE
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TOOLS
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 38
File Technique
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IR PART 66
Aug 2004
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IR PART 66
Page: 85
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FILING OF RADII
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TOOLS
Figure 39
flat
surface
Filing of Radii
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M7.3 (Cat A)
IR PART 66
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General
For a final finish, you can use the draw filing process. This process is often
used on parts that are long relative to their width, for example aluminium
sheets edges.
This procedure is used to get a fine surface on the edges to prevent crack
growth.
DRAW FILING
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TOOLS
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 40
cut on
forward stroke
only
Draw Filing
start of stroke
finish of stroke
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M7.3 (Cat A)
IR PART 66
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General
Files need to be cleaned frequently. A dirty file cannot produce a good finish
and acts like a dull file.
You can clean a file with a file brush by brushing across the file in a direction
parallel to the teeth.
M7 MAINTENANCE PRACTICES
TOOLS
Page: 89
M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 41
File brush
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M7.3 (Cat A)
IR PART 66
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Introduction
Technicians are often faced with the requirement to drill accurately-sized round
holes in order to make attachments and to join parts of an assembly. The tool
usually used for drilling such holes is the spiral-- or twist-drill.
The steel drill usually consists of a cylinder into which has been cut spiral
grooves or flutes. One end is pointed and the other is shaped to fit a particular
drilling device such as a hand--drill.
Drills are made of both carbon steel and high speed steel (HSS). The carbon
steel drills cost less, but they will overheat and lose their hardness when they
are used to drill very hard or tough material. For this reason, HSS drills are by
far the most economical for use in aviation work.
There are several types of drills available, so generally we have to use different
drills, drill speeds, cutting agents and pressure for different materials.
GENERAL
DRILLING
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TOOLS
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
ss
Figure 42
Included angle
Lip angle
Cutting edge
(lip)
Twist Drill
Lip relief or
heel angle
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IR PART 66
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Margin
The cylindrical portions of the land which is not cut away to provide clearance.
Flutes
Helical grooves cut or formed in the body of the drill to provide cutting lips, to
permit removal of chips and to allow cutting fluid to reach the cutting lips.
Land
The land is the peripheral portion of the body between adjacent flutes.
Cutting edge
The point of a drill includes the entire cone--shaped cutting end of the drill. The
point includes the cutting edges, or lips, which are sharpened when the drill is
ground.
The web is the portion of the drill at the centre along the axis. It thickens nearer
the shank. The web may also be defined as the material remaining at the
centre of the drill after the flutes have been cut out. The web forms the dead-centre tip at the point of the drill.
The dead--centre is in the exact centre of the tip and is on the line forming the
axis of the drill.
Body
The body of a drill is the part between the point and the shank. It includes the
spiral flutes, the lands and the margin.
The body is slightly tapered, being fractionally larger in diameter at the tip than
at the shank, thus causing it to bore a hole with clearance to prevent the drill
from binding.
Shank
The shank of a drill is the part designed to fit into the drilling machine. It may be
a plain cylinder in shape, which is designed for use in a drill chuck on a drill
motor, pillar drill or hand drill. The drill shank may also be tapered or pyramid-shaped.
The tapered drill shank is usually used in pillar drills.
The pyramid--shaped shank is also called a bit shank and is designed to fit a
hand brace such as that used for wood bits.
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IR PART 66
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M7 MAINTENANCE PRACTICES
TOOLS
Shank
Figure 43
Margin
Land
Body
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Flute
Page: 94
M7.3 (Cat A)
IR PART 66
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Extension drill
The extension drill has a long shank for reaching limited--access areas. The
drill should not be used unless absolutely necessary.
Use a drill guard (a plastic tube slipped over the drill to protect adjacent structure from drill whip, and to make it possible to guide the drill by hand).
Hold the drill guard as near to the drill point as possible.
Jobbers Drills
The jobbers drill is the most often-used twist drill in sheet metal work. It is a
pointed tool that is rotated to cut holes in material.
It is made of a cylindrical hardened steel bar having spiral flutes (grooves) running the length of the body and a conical point with cutting edges formed by the
ends of the flutes.
Twist drills have one to four spiral flutes. Drills with two flutes are used for most
drilling; Those with three or four flutes are used principally to follow smaller
drills or to enlarge holes.
The principal parts of a twist drill are the shank, the body and the point. The
drill shank is the end that fits into the chuck of a hand or power drill. The
straight shank is generally used in hand, breast and portable electric drills.
DRILL TYPES
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 44
Drill Types
Extension Drill
Jobber Drill
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M7.3 (Cat A)
IR PART 66
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Machine Spindle
The number of the Morse taper hole in a machine spindle will depend on the
size of the machine, varying from No.1 in small machines to No.4 or 5 in large
ones.
When a drill has to be accommodated in a spindle with a larger taper than its
shank, taper sockets must be used. These should also be cared for, because if
they become damaged, the drill fitted into them will no longer run true.
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Figure 45
DRIFT
Machine Spindle
BLOW
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Tang on
Drill
Machine
Spindle
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Introduction
Do not use blunt drills or attempt to sharpen them. Using blunt drills wastes
time and makes poor holes. Return blunt drills to the tool shop. The drills will be
sent for resharpening.
Only machine grinding is sufficiently accurate to produce sharpened drills that
will cut holes to the correct size. A hand--sharpened drill usually has the point
off--centre and will cut oversize holes.
GENERAL
DRILL GRINDING
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Figure 46
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5. Check the results of grinding with a gauge to determine whether or not the
lips are the same length and at a 59o angle.
4. Slowly place the cutting edge of the drill against the grinding wheel. Gradually lower the shank of the drill as you twist the drill in a clockwise direction. Maintain pressure against the grinding surface only until you reach the
heel of the drill.
3. Place the hand on the tool rest with the centre line of the drill making a 59o
angle with the cutting face of the grinding wheel. Lower the shank end of
the drill slightly.
2. Hold the drill between the thumb and index finger of the right or left hand.
Grasp the body of the drill near the shank with the other hand.
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Figure 47
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Grinding Problems
1. Lips of different lengths - drill moves off starting position.
Point Thinning
The metal at the centre of a drill (the web) tapers and gets thicker towards the
shank. This causes the centre of a drill point to get thicker as its length is reduced by grinding. To prevent this thick edge from reducing the efficiency of the
drill it should be ground thinner.
The point thinning of a drill will usually keep the drill in a proper position when
starting the hole.
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Figure 48
Grinding Problems
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General
The following safety precautions are very important. Study them carefully.
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Pillar Drill
A pillar drill is a bench--mounted or floor-mounted machine designed to rotate a
drill bit and press the sharpened point of the bit against metal in order to drill a
hole.
The pillar drill is driven by an electric motor through a speed--changing mechanism; either a belt transmission or a gear transmission. The belt transmission
consists of two stacks of V--belt pulleys which vary progressively in size from 2
to 6 in (50.8 to 101.6 cm). The pulleys are arranged so that one set decreases
in size as the belt is moved up the stack and the other decreases as the belt is
moved down the stack. Thus, as the belt is moved up or down the pulleys, the
ratio of the motor speed to the spindle speed is changed.
This is an important feature because the speed of rotation of the drill bit should
vary in accordance with the type of material being drilled and the size of the
hole being drilled.
The pillar drill spindle is either fitted with a standard chuck or provision is made
for the insertion of drill bits with tapered shanks. Many pillar drills are arranged
so that a drill chuck with a tapered shank can be installed when the machine is
driving small drills and, when large drills are used, the chuck can be removed
and a drill with a tapered shank inserted directly into the hole in the spindle.
When used correctly, the pillar drill makes it possible to do precision drill work.
There should be no play in the spindle, spindle bearing or chuck and all should
be in perfect alignment. The drill point should be properly sharpened and
should not wobble when the machine is turned on. The work being drilled must
be securely clamped to the pillar drill table so it cannot move during the operation.
The operator of a pillar drill should make certain that the machine speed is adjusted correctly for the work being performed, that the drill point has the angle
most suitable for the machine and that the correct drilling pressure is applied
with the feed lever.
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Figure 49
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8. Material will have been cut away by the drill and a hole produced.
6. Press down drill using the feed lever. Use the recommended feed range.
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Figure 50
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General
The most commonly-used drill motor for drilling aircraft sheet metal is the pneumatic or air drill. The main advantage of an air drill over an electric drill is
safety. Sparking in the motor of an electric drill can ignite fuel or oil vapour.
It is also far less hazardous to have air hoses in the crowded aircraft structure
where many sheet metal repairs are made than to have electrical cables.
Another advantage is the control offered by air drills. By varying trigger pressure we can make them run slow, intermediate or high speed and there is always adequate torque. Drill motors are equipped with quick-change chucks or
keyed chucks.
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Figure 51
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M7.3 (Cat A)
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Figure 52
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General
The hand drill is a simple device designed to hold a drill and enable the operator to rotate the bit at a comparatively high speed. The hand drill provides a
convenient means for drilling small holes, countersinking or deburring.
The hand drill consists of a chuck, a handle, an operating handle, a rest and a
transmission drive.
HAND DRILL
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Figure 53
Hand Drill
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Handling Precautions
Do not tighten the chuck by holding it in your hands with the motor running.
This practice can cause injury and can also damage the chuck or the drill.
Do not start the motor with the key in the chuck; the key can cause injury.
Ideally, disconnect power or air supply whilst working with the chuck.
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Figure 54
Keyed Chuck
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1. Hold the drill motor as shown. Notice that the thumb and forefinger of one
hand are used to steady the motor. This method can be used only with a
short drill. Short drills are always preferred.
2. Put the drill point on the spot to be drilled.
3. Keep the drill perpendicular to the surface being drilled. If necessary use a
drill guide.
4. When drilling thick material (two or three times drill diameter or more), withdraw the drill from the hole periodically to prevent chips from packing in the
drill flutes. Tightly-packed chips can cause an oversized, scarred hole.
5. Use just enough pressure to allow the drill to cut its way through the metal.
Never force the drill; this can cause drill breakage, separation of parts or
oversize or out--of--round holes.
6. Ease the pressure just as the drill point breaks through the material. Drill
through material no more than 1/4 inch thick.
7. Use a drill-stop to prevent the drill from going through the part further than
necessary (adjust the stop). If a drill-stop is not used, the part may be damaged by the drill chuck, and the underlying structure may be damaged by
the drill point.
8. Keep the drill motor running while withdrawing the drill from the hole.
GENERAL
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Figure 55
Pressure on
centre-line of
drill
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Set drill-stop to
material thickness
+ .10 inch
Set screw
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Drill-stop
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General
When holes are drilled through two sheets of material, small burrs are formed
around the edges of the holes and chips can be pushed between the two
sheets. It is therefore essential to remove the burrs and chips.
Removal of burrs from drilled holes may be accomplished with a manufactured
deburring tool, a countersinking tool (using a very light cut) or a large drill which
will clear the edges of a drilled hole. Care must be taken to remove only the
rough edges and chips from the hole.
When two or more sheets are drilled at the same time, it is necessary to remove chips from between the sheets. The right-hand picture shows the results
of leaving material between drilled sheets.
DEBURRING
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Figure 56
Deburring
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Indication
Aug 2004
Hole oversize
Drill breaks
1.
2.
3.
4.
1. Drill blunt.
2. Insufficient drill cutting edge clearance.
3. Drill too large (i. e. pilot hole required).
1.
2.
3.
4.
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Probable Cause
1. Excessive cutting speed.
2. Hard spots in the material.
3. Flutes clogged with swarf.
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Drilling Hints
1. For soft metals use a drill with a quick twist to its flutes, and vice versa for
hard metals.
2. Cut with soluble oil for steel and malleable iron, kerosene or turpentine for
very hard steel. Cast--iron or brass should be drilled dry, or with a jet of
compressed air.
3. If the corners wear away rapidly, the cutting speed is too high.
4. If cutting edges chip, reduce the feed or grind with less clearance.
5. If the drill will not start drilling there is no clearance on lips.
6. Examine relative sizes of turnings produced from each flute. They should
be approximately the same but, if not, the drill is incorrectly ground with one
lip doing more cutting than the other.
7. Drill breakage may be caused by the point being incorrectly ground; feed
too great; not easing drill at break through; binding in hole due to lands
being worn away; drill choked in a long hole.
8. The blueing of a high--speed steel drill is not detrimental but it is fatal to a
carbon steel drill.
9. A hard spot encountered may be removed by reducing speed and using
suitable cutting compound or fluid.
10.For holes larger than 3.2mm, it is necessary to initially drill a pilot hole and
enlarge it to the required hole size.
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Vice
Most work will be secured by using a vice. The main use of the vice is to hold
the work during drilling, reaming etc. in the correct position. Care should be
taken to ensure that when the drill passes through the work it does not drill into
the bottom of the vice.
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Unless work is so large and heavy that there is no danger of its moving or
being rotated with the drill, it should always be clamped or held by some
method.
The necessity for clamping cannot be understated because unclamped or insecurely clamped work is not only a cause of inaccurate work and broken drills,
but also a danger to the operator.
The chief danger in drilling occurs just as the drill point breaks through at the
underside of the part being drilled. Whilst the point is being resisted by solid
metal, the feeding pressure causes some spring-back to take place in the machine and the work, putting them into a similar condition to a strong spring
which is compressed slightly under a load.
As soon as the drill point breaks through, most of the resistance against it
suddenly vanishes and the stress in the machine releases itself by imparting a
sudden downward push onto the drill, just as a sudden relieving of the load
from a spring would allow the end of it to jump up. The sudden downward push
on the drill generally causes one or both of the lips to dig in, often with disastrous results.
When feeding the drill by hand, pressure should be eased off when the point is
felt to be breaking through, and for this reason small drills should always be fed
by hand.
Special care is necessary when drilling thin plate, as the drill point often breaks
through before the drill has cut its full diameter.
WORK CLAMPING
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Figure 57
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Figure 58
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THE TOTAL AMOUNT THAT THE STOP-DRILL HOLE MAY BE ENLARGED MUST BE DETERMINED FOR EACH SPECIFIC CASE
DEPENDENT UPON THE LOAD PATTERN AND STRESS LEVEL
IN THAT AREA.
3. Install a 2017--T3 flush plug rivet in the stop-drilled hole, if required.
NOTE:
Stop drilling of cracks (Ref. SRM (Structural Repair Manual): hole preparation and stop drilling of cracks)
Propagation of a crack may be stopped by drilling a hole at the end of the crack
as follows:
1. Drill or counterbore a 0.25--inch diameter crack stop-hole through the structure at the end of a crack. Locate each stop-hole so that the centre of the
hole is 0.10 inch beyond the visible end of the crack.
2. Carry out an Eddy Current Method inspection of each stop-drilled hole to
confirm that there is no further cracking extending beyond the hole.
S If the crack has not continued through the hole, enlarge the hole to
0.312--inch diameter to ensure the removal of fatigue-damaged material.
S If the crack has continued through the hole, enlarge the hole by additional
l/16-inch diameter increments until the crack indication is removed. Enlarge
the hole an additional 1/16 inch in diameter to remove any fatigue damaged
material.
DRILLING AIDS
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Drill guide
The hand-held drill guide keeps the drill 90o to the skin surfaces. The guide
assembly consists of a clear plastic housing and special screw in type hardened steel bushing. The bushing can be interchanged.
Drill stop
The drill stop regulates the hole depth, cushions the break through, eliminates
surfaces marks and reduces drill breakage. The drill stop locks onto the drill
with a set screw.
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Figure 59
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2. Align the pilot with the pilot hole, pilot-pin the hole drilled in the first operation and then drill the second hole.
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Figure 60
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Hole Finder
When replacing an old skin with a new one, if there are no pilot holes drilled in
the new skin it is quite difficult to precisely locate the holes in the structure. For
this procedure, a hole finder (sometimes called a back-marker) may be used.
The finder resembles a clamp that slips over the new skin, and on its underside
is a pin that exactly fits through the hole in the structure. A hole in the top side
guides the drill in making a hole in the new skin that will align with the one in
the structure.
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Figure 61
Hole Finder
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Drill Gauge
The size of a drill is stamped on its shank. If the size cannot be read, it can be
determined by using a drill gauge. Drill gauges are available for all three series
of drill sizes; fractional, letter and number.
Fractional drills are furnished in sizes from 1/16 to 1 inch in diameter, graduated in sixty--fourths of an inch.
Letter drills range in size from A (the smallest) to Z (the largest).
Number drills range from I (the largest) to 80 (the smallest).
To gauge a drill, insert the point into a hole in the drill gauge (remember the
shank is fractionally smaller than the point). If the drill slips easily into the hole,
insert it into the next smaller hole. When the correct size has been determined,
the drill will rub lightly in the hole.
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Figure 62
Drill Gauge
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-- removed by solvent wiping or washing with warm water and mild detergent
Boelube
Boelube is used as an agent for drilling aluminium, magnesium and steel, as
well as titanium.
Boelube consists of cetyl alcohol, a non--toxic lubricant from the fatty alcohol
chemical family. It is suitable for many production operations and is manufactured in solid, paste, and liquid forms. It is approved for use with aluminium,
steel or titanium materials. It is also sealant- and paint-compatible, and is non-corrosive. Disassembly for cleaning is not required in sealant or paint areas.
General
Drilling agents are recommended (unless prohibited by the engineering drawing) to improve tool life, hole tolerance and hole finish. Recommended cutting
agents for drilling, reaming, and countersinking are shown in the following
table. Cutting agents are mandatory only when so specified.
DRILL AGENTS
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BOELUBE (Countersinking)
Mineral oils
BOELUBE (countersinking)
Freon TB-1
Water soluble coolants
or BOELUBE
BOELUBE (Countersinking)
Mist
Application
Freon TB-1
Cutting Agent
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Freon and TB-1 must be applied as a mist. Several systems for applying TB-1 are available and are generally
supplied by the tool rooms or to the shop as shop equipment.
ST1219C-11T mist coolant tank was designed for water soluble coolants. Do not use Freon TB-1.
Refer to BAC 5440 for lubricants and application when it is specified on the engineering drawing.
Titanium
Steel
(includes
stainless
steels)
Aluminium
and
Magnesium
Material
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General
Twist drills used in aircraft sheet metal are usually of the number drill sizes between one and sixty. However, for larger-sized holes either fraction drills or
letter drills may be used.
The diagram opposite shows a twist--drill size chart that lists sizes from No. 80,
the smallest normally in use, up to 5/16 inch. There are, of course, drill sizes
smaller and larger than those listed, but they fall outside of the general use of
the aircraft mechanic.
You will notice that the smallest drills have the largest numbers; for example, a
No. 80 drill is much smaller than the No. 1 drill. In addition to the number drills,
there are letter drills from A to Z, with A being the smallest.
The fraction drills are interspersed among the number and letter drills, and only
at one point do we find a fraction and a number or letter drill of the same size;
both the 1/4-inch drill and the E drill are 0.250 inch.
DRILLING SIZES
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Figure 63
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Table IV--5 Material / RPM - Drilling composite with metal (graphite or kevlar
epoxy and aluminium stack, and graphite or kevlar and titanium stack)
Table IV--3 Material / RPM - Drilling nonferrous metals (aluminium alloys, magnesium)
Table IV--2 Material / RPM - Drilling high Temperature alloys (Inconel, titanium)
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Introduction
Drill speeds are an important factor in getting good results. Drill speed determines the rate at which the outer cutting edge of the drill is moving across the
material being out.
The correct speed for aluminium alloy will not produce the best results with
stainless steel or titanium. When harder materials are drilled, slower speeds
are required.
The following drill speed tables are recommended for drilling. Material / revolutions per minute (RPM) values and speeds and feeds for most materials commonly used are given. These speeds and feeds are a guide for selecting the
correct portable and stationary drilling units to improve tool life, hole tolerance,
and hole finish. In some portable drilling applications, speeds and feeds may
have to be reduced to be compatible with motor power and other limitations.
However, the speeds and feeds shown in the tables should never be exceeded.
Despite all these facts and figures, though, for practical purposes use the correctly-ground drill and appropriate lubricant, start drilling slowly and increase
the revolutions until swarf starts to appear. Then you know you are using the
correct drill speed.
GENERAL
DRILL SPEEDS
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Figure 64
RPM Table IV - 1
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Figure 65
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Figure 66
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Figure 67
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Figure 68
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Figure 69
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Figure 70
Table IV - 2
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Figure 71
Table IV - 2 (Continued)
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Figure 72
Table IV - 3
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Figure 73
Table IV - 4
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Figure 74
Table IV - 4 (Continued)
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Figure 75
Table IV - 4 (Continued)
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Figure 76
Table IV - 5
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Figure 77
Table IV - 5 (Continued)
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
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REAMING
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M7.3 (Cat A)
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Interference Fit
In this assembly there is no space between the parts. The shaft is always
larger than the part it fits into. This means that force is required to assemble
the parts.
Clearance Fit
In this assembly there is a space between the two parts. The shaft is always
smaller than the part it fits into.
The ISO system of limits and fits gives a range of sizes to which parts should
be made if the type of fit is known. The following list gives you examples of the
types of fit in use:
S Clearance fit
S Interference fit
S Transition fit
M7.3 (Cat A)
IR PART 66
0.02 = Tolerance
24.99 -
25.01
Page: 163
If you subtract the lower limit from the upper limit the result is known as the
tolerance.
Tolerances
The type of fit between two assembled parts depends on the size to which
each part is made. Since no size can be exact, then each part must be made
within two sizes. The two sizes within which a part must be made are called
limits.
If the basic size (also known as the nominal size) of the part is 25mm then the
limits could be given as
Transition Fit
This is a range of fits which can be either clearance or interference.
The shaft can be larger or smaller than the part it fits into.
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In precision manufacture it is not possible to make an engineering component
to an exact size. Gauge blocks are considered to be very accurate standards of
length, but even these are not exact.
If a component cannot be made to an exact size then the amount by which it
can be in error (known as the deviation from the exact size) must be known
and included with the dimension.
If moving parts in machines are to function properly, then the relationship between the size of one part and the size of the part which fits into it is of extreme
importance. When. for example. manufacturing a shaft which has to run freely
in a bearing. there must be enough space for a film of oil between the two in
order to prevent wear.
The maximum and minimum permanent sizes of a component are known as
limits. The difference between the maximum and minimum sizes (limits) is
called tolerance.
There are a number of limits and fits systems in use which give the largest and
smallest size of a part for any required type of fit.
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Aug 2004
CLEARANCE FIT
M7 MAINTENANCE PRACTICES
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Figure 78
TRANSITION FIT
CLEARANCE
(space between
hole and shaft)
A force is required
to push the shaft
through the hole
NO CLEARANCE
INTERFERENCE FIT
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Systems of Fits
There are two systems of fits in use:
S Hole basis system
S Shaft basis system
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
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Figure 79
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Aug 2004
Basics
Reaming is a process in which a fluted tool, called a reamer, is used to enlarge
a drilled hole. Reaming is a finishing operation that provides closer control of
hole sizes and better finish than drilling alone.
In normal practice, a hole that is to be reamed is drilled 1/32 inch under the
finished hole size. Reamer pilots are sized to suit the drilled holes.
Before using a reamer on a production part, try it out on scrap material of the
same alloy and thickness in a drilled hole of the same size as the one to be
reamed. Verify that the reamer will cut to the required tolerance or continue
testing until the right combination of reamer size, speed and feed is found. A
reamer will generally produce a hole that is from 0.0001 to 0.002 inch larger in
diameter than the exact size of the reamer.
Reamer are made of either carbon tool steel or high--speed steel. The cutting
blades of a high--speed steel reamer lose their original keenness sooner than
those of a carbon steel reamer. However, after the first super-keenness is
gone, they are still serviceable. The high--speed reamer usually lasts much
longer than the carbon steel type.
Reamer blades are hardened to the point of being brittle and must be handled
carefully to avoid chipping them. When reaming a hole, rotate the reamer in the
cutting direction only. Turn the reamer steadily and evenly to prevent chattering, or marking and scoring of the hole walls.
Reamers are available in any standard size. The straight--fluted reamer is less
expensive than the spiral--fluted reamer, but the spiral type has less tendency
to chatter. Both types are tapered for a short distance towards the end to aid in
starting.
M7.3 (Cat A)
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-- Sharpness of reamer.
-- Speed of reamer.
Page: 167
Bottoming reamers have no taper and are used to complete the reaming of
blind holes.
Many factors affect the finished size of a reamed hole. The following are the
most common:
-- Pilot hole diameter.
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Introduction
Holes must be of high quality. Finishing operations such as reaming improve
the quality of the hole. Under certain flight conditions, the maximum design
strength of every fastener is required. Proper hole fill is essential in attaining
maximum design strength. When a fastener does not fill the hole, it is the weak
link in a chain of several fasteners.
Care and good workmanship are essential in reaming high quality holes.
Surface defects of holes are given in the SRM Chapter 51 Surface Defect Criteria for Fastener Holes in Metal.
REAMING GENERAL
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TOOLS
Figure 80
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IR PART 66
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Right--hand twist affects the direction of the removal of chips like a normal twist
drill.
The Left--hand twist moves the chips into the advance direction. The chips cannot have an adverse effect on the reamed part of the holes drilling. Therefore
left--hand twist--fluted reamers are only suitable for transmission drills. They
have the advantage that they do not tend to pull themselves into the hole.
When reaming grooved holes, it is better to use spiral--fluted reamers.
Left--hand twist -- Right--hand twist (For the use of Right--hand cutting tools)
Chucking grooves
Chucking grooves are the spaces between the single teeth; all chips are collected and transported in these spaces. The course of the chucking grooves
affect the direction of the removal of chips.
There are straight--fluted and spiral--fluted reamers.
Straight--fluted reamers have no precise affect on the direction of the removal
of chips. They have a low abrasion and are the most used type.
Spiral--fluted reamers, on the other hand, lead the removed chips in a definite
direction.
Shaft
Shafts of reamers can take different shapes and forms. There is never a characteristic shape for either a hand-- or a machine--reamer. The type of driving
mechanism determines the shape of the shaft.
Hand reamers mostly have a cylindrical shaft with a square end (for a tap
wrench).
Shafts of machine--reamers are mostly designed as Morse tapers.
REAMER DESCRIPTION
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M7.3 (Cat A)
IR PART 66
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Square
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Shank
Reamer
Flutes (body)
Figure 81
Neck
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Straight flutes
Spiral flutes
Page: 170
M7.3 (Cat A)
IR PART 66
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Spacing
Vibration of the tool or work whilst cutting often leads to undesirable chatter
marks. Modern reamers are made with an uneven spacing; in that way the effect of periodical vibration is reduced.
Remove the reamer from a hole by rotating it in the cutting direction (working
direction). Otherwise, due to the wedge effect of the chips at positions A and B,
the hole surface and/or the cutting edges will be damaged.
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M7.3 (Cat A)
IR PART 66
Aug 2004
Figure 82
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M7.3 (Cat A)
IR PART 66
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Machine Reamer
The machine reamer is designed with a large cutting angle, short major cutting
edges (short first cut) and short overall cutting edges. Due to the short first cut
the machine reamer, in principle, can only be used if the work piece and the
reamer have no axial play during the reaming process. So you cannot use a
hand drill.
The advantages of a machine reamer are a much higher cutting capacity and
the possibility of reaming dead centre holes.
General
There are two basic types of reamers; the hand-- and the machine--reamer.
TYPES OF REAMERS
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M7.3 (Cat A)
IR PART 66
Aug 2004
Shank length
Figure 83
Chamfer relief
angle
Chamfer angle
Margin
Land width
Machine Reamer
Actual
size
Chamfer
relief
Helix angle
Cutter
sweep
Overall length
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Chamfer length
Straight shank
Taper shank
Shank length
Tang
M7 MAINTENANCE PRACTICES
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Radial rake
angle
Helical flutes
RH helix shown
Chamfer
angle
Flute length
Body
Actual
size
Chamfer
length
Page: 174
M7.3 (Cat A)
IR PART 66
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Hand Reamer
The hand--reamer is designed with a small cutting angle, large major cutting
edges (large first cut) and large overall cutting edges.
The hand--reamer will be guided into the hole through the long first cut and the
long major cutting edges.
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M7.3 (Cat A)
IR PART 66
Aug 2004
Land
Width
Square
M7 MAINTENANCE PRACTICES
TOOLS
Shank
Taper
Starting
Land
Hand Reamer
Bevel
Actual size
Cutting edge
Margin
Flutes (body)
Figure 84
Neck
Core diameter
Flute
Cutter face
Heel
Relief angle
Relieved land
Spiral flutes
Straight flutes
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Pilot Reamer
The pilot reamer is guided into the hole through a bushing.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
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Figure 85
Pilot Reamer
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Taper Reamer
This reamer is used to finish a taper hole (for example for a taper shank bolt)
accurately and with a smooth finish. Because of the long cutting edges, taper
reamers are somewhat difficult to operate.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 86
Taper Reamer
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Adjustable Hand--Reamer
This reamer is threaded its entire length and fitted with tapered slots to receive
the adjustable blades. The blades are tapered along one edge to correspond
with the taper slots in the reamer body so that, when they are in position, the
cutting edges of the blade are parallel.
The diameter of the reamer is set by loosening one adjusting nut and tightening
the other. The blade can be moved in either direction.
This type of reamer is manufactured in sizes ranging from 3/8-1/2 inch and
each reamer has sufficient adjustment to increase the diameter to the size of
the next larger reamer.
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IR PART 66
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M7 MAINTENANCE PRACTICES
TOOLS
CUTTER
Figure 87
LARGER
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TAPER
SMALLER
Page: 182
M7.3 (Cat A)
IR PART 66
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Aug 2004
Table V--4
Table V--2
Reaming speeds
The reaming speed is the speed of the chip removal. The recommended material / RPM values (speeds and feeds) for reaming are shown in the following
tables:
Table V--1
Reaming aluminium alloys
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IR PART 66
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M7 MAINTENANCE PRACTICES
TOOLS
Figure 88
Table V - 1
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Aug 2004
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TOOLS
Figure 89
Table V - 1 (Continued)
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 90
Table V - 1 (Continued)
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 91
Table V - 2
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Aug 2004
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TOOLS
Figure 92
Table V - 2 (Continued)
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 93
Table V - 2 (Continued)
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 94
Table V- 4
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M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 95
Table V - 5
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Aug 2004
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TOOLS
Figure 96
Table V - 5 (Continued)
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M7.3 (Cat A)
IR PART 66
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Reaming Agent
To ream a hole to a high degree of surface finish, a cutting agent is needed.
A good agent will cool the work and tool, and will also act as a lubricant between the chip and the tool to reduce friction and heat build--up.
The following cutting agents given in Table VII--l are recommended (unless prohibited by the engineering drawing) to improve tool life, hole tolerance and hole
finish.
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M7.3 (Cat A)
IR PART 66
BOELUBE (Countersinking)
Mineral oils
BOELUBE (countersinking)
Freon TB-1
Water soluble coolants
or BOELUBE
BOELUBE (Countersinking)
Mist
Application
Freon TB-1
Cutting Agent
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Freon and TB-1 must be applied as a mist. Several systems for applying TB-1 are available and are generally
supplied by the tool rooms or to the shop as shop equipment.
ST1219C-11T mist coolant tank was designed for water soluble coolants. Do not use Freon TB-1.
Refer to BAC 5440 for lubricants and application when it is specified on the engineering drawing.
Titanium
Steel
(includes
stainless
steels)
Aluminium
and
Magnesium
Material
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M7.3 (Cat A)
IR PART 66
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If you take a reamer or a reamer set out of the toolshop, check out given dimensions marked on the shank with the given hole sizes in the SRM.
Reamers should be stored so that they do not get in contact with another reamer to avoid burrs on the tools.
Check the reamer if it gradually starts cutting larger holes; it may be caused by
built--up edges on the reamer cutting surfaces. Some aluminium alloys and
mild steel are affected by these built--up edges.
Oversize holes can be caused by inadequate work support, worn guide bushings, worn or loose spindle bearings or a bent reamer shank.
Chatter corrections may be made by reducing the speed, increasing the feed or
using a reamer with a pilot.
When removing the reamer from the hole rotate it by hand in the direction of
the cut; backing up the reamer will dull it.
Stop reamer rotation as soon as the reamers major diameter breaks through.
General
Do not try to straighten the drilled hole by applying side pressure; you will probably cut oversize.
REAMING ADVICE
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TOOLS
Figure 97
Reaming Advice
90
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BUILT-UP EDGE
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Aug 2004
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COUNTERSINKING
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NOTE:
Introduction
To install a countersunk fastener, it is necessary to provide a conical cut-out or
depression in the surface of the skin so that the head of the fastener will be
flush with the surface. This provides smooth aerodynamic surfaces on airplane
structures or smooth surfaces for attaching adjoining members.
The use of countersinks on riveted joints also provides weight saving by eliminating the weight of the rivet head material.
The depression is made by means of a countersinking tool when the skin is
sufficiently thick and by dimpling when the skin is thin.
The use of a machine countersink is limited by the size of the fastener and the
thickness of the skin. Generally, sheet metal should not be countersunk entirely
through the sheet (See SRM - minimum sheet thickness for countersinking for
fasteners), as this results in knife-edging - potential crack sources.
A countersinking tool is usually provided with a straight shank for use in a hand
drill, a drill motor or a bench drill.
Countersinks are made with a variety of cutting angles. In sheet-metal work,
countersink cutters are available for 82o, 100o and 120o fastener heads, and
for special NACA rivets. Always be sure that the cutting angle you use is the
correct one for the fastener to be used.
GENERAL
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M7.3 (Cat A)
IR PART 66
Aug 2004
Figure 98
M7 MAINTENANCE PRACTICES
TOOLS
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COUNTERSINKING TOOLS
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Aug 2004
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Figure 99
Standard Countersink
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IR PART 66
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Always be sure that the cutting angle you use is the correct
one for the fastener to be used.
NOTE:
Microstop Countersink
For general purposes the microstop countersink, fitted with a removable cutter,
has been proved to be the most efficient countersinking tool. This tool controls
countersink depth and keeps the cutter perpendicular to the work surface.
The microstop is equipped with a removable cutter and pilot. The cutter consists of a cutting head and a pilot that may be removable.
Countersink cutters are available for 82o, 100o and 120o fastener heads and
for special NACA rivets.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 100
LOCKING RING
CUTTER
PILOT
SKIRT
(BROKEN VIEW)
BARREL
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M7.3 (Cat A)
IR PART 66
Aug 2004
NOTE:
NOTE:
M7.3 (Cat A)
IR PART 66
Page: 205
NOTE:
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ADJUSTMENT OF MICROSTOP
COUNTERSINK TOOL
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Figure 101
Microstop Handling
HOLDING MICROSTOP
COUNTERSINK TOOL SKIRT
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IR PART 66
COUNTERSINK CUTTER
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Back Countersinking
The back countersinking tool is used to countersink inaccessible holes. The
tool consists of a pilot rod and a countersink cutter. The rod must be slightly
smaller than the hole.
Work sequence
1. Install the rod in a drilling motor.
2. Insert the pilot rod through the hole.
3. Attach the cutter to the rod end.
4. Start drilling motor and pull back the motor.
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M7.3 (Cat A)
IR PART 66
PILOT ROD
Aug 2004
COUNTERSINK CUTTER
M7 MAINTENANCE PRACTICES
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Figure 102
Back Countersinking
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IR PART 66
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Spotfacing
Spotfacing is the method used for cutting a flat area or seat for a bolt head or
nut on a contoured or uneven surface. This operation should be done in a pillar
drill whenever possible, but must occasionally be done with hand--held equipment.
Spotfacers have interchangeable pilots that must be slightly smaller than the
fastener hole. The spotfacer diameter will be called up on the drawing. The operator should use a pilot 1/32 inch smaller than the hole.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
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Figure 103
Spotfacer
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IR PART 66
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General
-- Because countersinking is done through skin tape or through a protective spray coating, allow for this added thickness when adjusting countersink cutter depth.
-- Be sure the skirt of the countersink tool is smooth and polished; burrs or
nicks on the skirt may mark the skin.
-- Do not allow the skirt to rotate on the metal; this can scratch the skin.
-- Be sure the locking ring is kept snug; the ring tends to work loose during
use.
-- Countersink depth requirements are given in the SRM (aerodynamic
smoothness) for each airplane.
-- Periodically check countersink depth throughout the countersinking operation to ensure that flushness requirements are being met. Countersink
depth will vary depending upon the skin thickness and understructure
support.
-- Before using, check countersink cutter for pilot size, sharpness, angle
and true running.
-- Hold countersink at a 90o angle to material.
-- Cut to full depth each time.
-- Apply pressure directly behind countersinker.
-- Ensure there is a thickness of material behind the skin being countersunk to guide the pilot to prevent chattering of cutter.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
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M7.3 (Cat A)
IR PART 66
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General
Cutting agents are recommended (unless prohibited by the engineering drawing) to improve tool life, hole tolerance and hole finish. Recommended cutting
agents are shown below.
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 104
Cutting Agents
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Aug 2004
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TOOLS
Figure 105
Cutting Guidelines
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Aug 2004
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TOOLS
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M7.3 (Cat A)
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Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
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Aug 2004
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THREAD CUTTING
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UNF
Aug 2004
General
There are several different thread forms. In the illustration opposite you can
see some of the commonly-used threads.
Observe how one thread form differs from another by comparing:
S The thread angle
S The shape of the crest
S The shape of the bottom of the groove
S The height and pitch of the thread.
The ISO thread form is a modern general purpose screw thread form, developed by the International Standards Organisation for both metric and imperial
Series threads.
The American National and DIN metric thread forms are commonly used on
aircraft.
The root of an external thread is rounded. The crest may be either rounded or
flat depending on the method of manufacture.
The root of an internal thread is usually rounded. The crests are usually flat.
THREAD FORMS
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Figure 106
Thread Forms
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TOOLS
Whitworth Thread
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M7.3 (Cat A)
IR PART 66
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THREAD PITCH
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IR PART 66
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Figure 107
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Internal
External
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IR PART 66
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The Die
Dies have three or more flutes to form cutting edges on the internal threads
and cavities for removal of chips.
They have chamfers ground on the first few threads of the leading end of the
die to facilitate easy starting.
The Stock
The stock is the tool used to hold and turn a threading die when producing external threads by hand.
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Handle
Aug 2004
Stock
Cutting
teeth
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Figure 108
Recess
for die
M7 MAINTENANCE PRACTICES
TOOLS
Die
Chamfer
Flute
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M7.3 (Cat A)
IR PART 66
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Hand Taps
Hand taps have three or more flutes to form cutting faces on the external
threads and channels for removal chips.
Hand taps have chamfers ground on the leading threads of the tap to enable
easy starting.
The end of the shank is squared to allowed it to be gripped firmly in the tap
wrench.
Tap Wrench
Tap wrenches are tools used to hold and turn a tap when cutting internal
threads by hand.
Tap wrenches have adjustable jaws to grip the hand tap.
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M7.3 (Cat A)
IR PART 66
Adjust jaw by
turning handle
Flute
Chamfer
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Figure 109
Aug 2004
Handle
Jaws
M7 MAINTENANCE PRACTICES
TOOLS
Hand tap
Cutting face
Page: 226
M7.3 (Cat A)
IR PART 66
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TYPE OF TAPS
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TOOLS
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IR PART 66
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Taper tap
M7 MAINTENANCE PRACTICES
TOOLS
Figure 110
Types of Taps
Intermediate tap
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Bottoming tap
Page: 228
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IR PART 66
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IR PART 66
Aug 2004
Major diameter
Minor diameter
M7 MAINTENANCE PRACTICES
TOOLS
Figure 111
M7.3 (Cat A)
IR PART 66
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M7.3 (Cat A)
IR PART 66
Page: 231
16.If the flutes are clogged, reverse the tap carefully and remove it from the
hole. Use a brush to remove the chips from the tap and the hole and continue the tapping process.
17.Continue turning the tap until at least half the tap extends below the lower
surface of the material.
18.When the taper tap reaches the required depth, change to the intermediate
tap. Hand screw the intermediate tap into the thread drilled by taper tap
and continue turning with the wrench.
19.To complete the hand-tapping, change to the bottoming tap after the intermediate tap reaches the required depth. Do it the same way as with the
intermediate tap.
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Procedure
1. Check the size of thread required and select the correct taps.
2. Determine the correct size of tapping drill. Drill the tapping hole carefully
and deburr the edges.
3. Fit the taper tap in a matching size bar-type tap wrench.
4. Hold the tap wrench with both hands close to the centre. Place the end of
the tap in the hole. Sight up that the tap is perpendicular to the surface of
the work.
5. Apply steady downward pressure and begin turning the handles clockwise
in a horizontal plane.
6. Complete two turns while keeping the wrench handles level and applying
even downward pressure.
7. Release and remove the tap-wrench, leaving the tap in place.
8. Place a small tri-square on the work to check that the tap is vertical to the
work surface. Test again in a second position about 90 from the first. If the
tap is not square to the surface, note the correction required.
9. Refit and tighten the tap-wrench.
10.Hold the tap wrench as before and begin turning. To correct a tap that is out
of square, apply slight side pressure in the direction required as the wrench
is turned.
11. Complete two turns and check as before that the tap is square. The tap
must be square within the first few turns. Out of squareness cannot be corrected after this.
12.If the tap is square with the work, apply a suitable cutting fluid.
13.Hold the tap-wrench at the end of the handles with the fingers to allow
sensitive feel of the torque applied to the tap.
14.Turn the wrench with constant pressure applied evenly with both hands. No
downward pressure is required once the tap begins to feed itself into the
hole.
15.As you turn the wrench try to feel the degree of resistance being offered to
the tap. If you feel it is increasing, reverse the wrench a quarter turn. This
will break off metal build-up.
HOW TO TAP
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Aug 2004
Figure 112
How to Tap
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Start tapping
M7 MAINTENANCE PRACTICES
TOOLS
Complete tapping by
constant turning
Page: 232
M7.3 (Cat A)
IR PART 66
Aug 2004
Effects of Lubrication
Lubrication on threads has a significant effect on torque and great care should
be taken when setting up torque wrenches to given values.
Clarify whether the torque load specified is for wet or dry threads.
Toggle
This type of torque wrench is set to a pre-determined torque prior to tightening
the fastener. This is done by screwing the handle in or out, either
S setting it to a scale along the wrench body, or
S setting up in a rig.
Torsion Bar
When a force is applied, a bar deflects in torsion (twisting) as well as bending.
When the bar is twisted, a rack-and-pinion gear within the wrench is connected
to a dial indicator which shows the amount of torque.
Deflecting Beam
This consists of a square-drive at one end of an accurately-ground beam with a
handle (mounted on a pivot) at the other end.
A pointer indicates on a scale the amount of torque applied as the beam bends.
Types of Wrench
There are three basic types of torque wrench
S Deflecting Beam
S Torsion Bar
S Toggle
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Calibration
Because torque wrenches and setting rigs are precision instruments, they are
subject to periodic calibration testing.
Depending on the frequency of use, this is either 6--monthly or annually, but if
in very frequent use they should be checked on a weekly basis.
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General
Torque is the amount of rotational force applied when tightening a fastener.
To prevent over-tightening (and thus damaging threads), accurate application
of torque is achieved by using a torque wrench.
A torque wrench is a precision tool that either indicates torque applied or,
through adjustment of the tool, prevents over-tightening.
Depending on the range, a torque wrench is calibrated in inch-pounds or
foot-pounds (Imperial) or Nm (metric).
TORQUE WRENCHES
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Aug 2004
Toggle
Torsion Bar
Deflecting Beam
M7 MAINTENANCE PRACTICES
TOOLS
Figure 113
Torque Wrenches
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Torque Analyzer
Page: 234
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IR PART 66
Aug 2004
CAUTION:
CAUTION:
M7.3 (Cat A)
IR PART 66
Page: 235
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Torque Values
Torque values will normally be specified in the Maintenance Manual.
If, however, no figure is given, the table opposite shows standard values.
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TOOLS
Aug 2004
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TOOLS
Figure 114
Torque Values
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M7.3 (Cat A)
IR PART 66
Aug 2004
Metric Micrometer
The bore of the barrel is screwed 1/2mm pitch and the spindle, which is attached to the thimble, screws through.
Adjustment is provided for the longitudinal position of the spindle and for tightness of the screw head. The barrel is graduated in mm and 1/2mm for a length
of 25mm and the rim of the thimble is divided into 50 equal divisions.
Measurement is taken between the face of the anvil and the end of the spindle,
and the range of the micrometer is 25 mm, so if we wish to measure up to 150
mm we must have six micrometers; 0 to 25, 25 to 50, 50 to 75 and so on with
125 to 150mm as the largest size.
Description
A micrometer consists of a semi--circular frame having a cylindrical extension
(barrel) at its right end, with hardened anvils inside, at the left end.
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IR PART 66
Page: 237
Calibration
Should the micrometers accuracy be in doubt (or it is due periodic calibration),
it can be checked and readjusted.
This is accomplished by using a standard or gauge block; a piece of metal or
ceramic that is manufactured to very close tolerances which itself is subject to
routine calibration.
The gauge block is inserted between the anvil and spindle and the spindle then
closed gently onto the block. The tool is then adjusted by means of a wrench
(supplied with the micrometer) so that the zero mark on the thimble exactly
coincides with the sleeve datum line.
Calibration/adjustment is normally carried out by a specialist in a
temperature/humidity controlled environment.
Imperial Micrometer
In this case, the pitch of the screw thread on the spindle is 40 threads per inch.
One revolution of the thimble advances the spindle face toward or away from
the anvil face precisely 1/40 or .025.
The reading line on the sleeve is divided into 40 equal parts by vertical lines
that correspond to the number of threads on the spindle. Therefore, each vertical line designates 1/40 or .025. Lines vary in length for easy reading. Every
fourth line, which is longer than the others, designates a hundred thousandths.
For example, the line marked 1 represents .100 and the line marked 2
represents .200 etc.
The bevelled edge of the thimble is divided into 25 equal parts, with each line
representing .001 and every line numbered consecutively. Rotating the thimble
from one of these lines to the next moves the thimble longitudinally 25 of .025,
or .001.
Rotating two divisions represents .002 etc. 25 divisions indicate a complete
revolution of .025 or 1/40 of an inch.
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General
When a part has to be measured to the second decimal place in the metric
system (or the third place in the English system), a more accurate method of
measurement is needed than can be obtained with a vernier calliper, so a
micrometer is commonly used.
MICROMETER
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TOOLS
Aug 2004
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TOOLS
1. Anvils
2. Spindle
3. Locknut
4. Sleeve
5. Main nut
11
4
9
5 6
Figure 115
Micrometer
Index to parts
10
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M7.3 (Cat A)
IR PART 66
Aug 2004
Reading Example
The thimble has moved out 8 complete turns =
1 additional half-millimetre division is visible =
36 thimble lines have passed the datum line =
Reading =
8.00
0.50
0.36
8.86mm
M7.3 (Cat A)
IR PART 66
Reading Example
The thimble has moved out 3 complete turns =
2 additional 0.025 divisions are visible
=
12 thimble lines have passed the datum line =
Reading =
0.300
0.050
0.012
0.362 in
Page: 239
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M7 MAINTENANCE PRACTICES
TOOLS
Imperial
Metric
8 = 8.0
= 0.36
=.300
Reading Examples
=.012
Measurement = .362 in
Lines (bottom) visible between 3 and thimble edge ..... 2 (2 x .025) =.050
Figure 116
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M7.3 (Cat A)
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Measurement = 8.86mm
Lines (bottom) visible between 8 and thimble edge ...... 1 (1 x 0.50) =0.50
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20 Complete Turns
20 x 0.50 =
10.00 mm Plus
50 x 0.01 =
0.50 mm
Reading is
10.5 mm
M7 MAINTENANCE PRACTICES
TOOLS
Figure 117
13.00 mm Plus
0.01 mm
13.01 mm
26 x 0.50 =
1 x 0.01 =
Reading is
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..... x 0.50 =
..... x 0.01 =
Reading is
.......... mm Plus
......... mm
.......... mm
Page: 241
M7.3 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
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M7.3 (Cat A)
IR PART 66
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NOTE:
Micrometer handling
1. Set the micrometer to a oversize dimension
2. Set the frame anvil straight to the work
3. Clamp the spindle against the subject using the ratchet stop
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 118
Micrometer Handling
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M7.3 (Cat A)
IR PART 66
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Description
The vernier calliper consists of a bar and two measuring jaws. One jaw is fixed
to the bar, the other one slides on the bar. The bar of a metric vernier calliper is
equipped with an engraved scale, graduated in mm. Opposite to this scale
there is the vernier scale on the slide. This scale is divided in 10, 20, or 50
equal spacing, known as 1/10, 1/20 or 1/50 vernier.
General
Vernier callipers / sliding gauges are used to make accurate inside or outside
as well as depth measurements faster than those made with a micrometer, and
for measurements that exceed the practical range of a micrometer.
VERNIER CALLIPER
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1
2
3
4
5
Figure 119
Reference surface
Main scale
Vernier scale
External measuring jaws
Step measuring face
Vernier Calliper
6
7
8
9
10
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TOOLS
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M7.3 (Cat A)
IR PART 66
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1/50 Vernier
The accuracy reading is 0.02mm.
1/20 Vernier
The most often used vernier calliper is the calliper with the 1/20 vernier and an
accuracy reading of 0.05mm.
1/10 Vernier
The distance from 0 to 1 on the main scale is 10mm and it will be seen that 10
divisions on the sliding vernier scale are equal to 9mm on the top main scale.
The length of the bottom division is 9mm: 10 = 0.9mm, and since the top division is 1mm, the difference is 1mm -- 0.9mm = 0.1mm. This difference represents the accuracy to which readings may be taken.
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M7.3 (Cat A)
IR PART 66
Aug 2004
1/10 Vernier
M7 MAINTENANCE PRACTICES
TOOLS
Figure 120
Vernier
1/20 Vernier
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1/50 Vernier
Page: 248
M7.3 (Cat A)
IR PART 66
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Count the total length indicated on the main scale and note the mark on the
vernier scale which is level with a mark on the main scale.
This latter amount will represent the number of dimensions which must be
added to the first reading.
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IR PART 66
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Figure 121
Principle of a Vernier
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 122
Vernier Examples
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 123
Vernier Reading
Reading is 68.32 mm
(1/50 Vernier)
Reading is 73.65 mm
(1/20 Vernier)
Reading is 30.00 mm
(1/10 Vernier)
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
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Figure 124
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IR PART 66
Aug 2004
Reading .......... mm
Reading .......... mm
M7 MAINTENANCE PRACTICES
TOOLS
Figure 125
.......... inches
.......... inches
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Reading .......... mm
Reading .......... mm
.......... inches
.......... inches
Page: 254
M7.3 (Cat A)
IR PART 66
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Depth measurement
Ensure that the recess in the depth gauge is in the corner area.
Outside Measurement
Set the fixed leg against the work and slide the movable leg to the final
position.
Set the starting position with the vernier calliper in the oversize dimension until
in place.
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M7.3 (Cat A)
IR PART 66
Internal Measurement
Aug 2004
Measurement Force
Do not apply excessive force to the workpiece.
This can result in inaccurate measurement due
to positional deviation of the calliper jaws.
M7 MAINTENANCE PRACTICES
TOOLS
Figure 126
Depth Measurement
Parallax Error
When taking the reading, ensure you view the scale
perpendicular to the measured point. When viewed
obliquely (direction A) parallax error occurs, resulting
in inaccurate reading.
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Step Measurement
Outside Measurement
Place the workpiece as deep as possible
into the jaws, ensuring the faces are square
to the object being measured.
M7.3 (Cat A)
IR PART 66
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Description
One revolution of the large hand corresponds to 1mm. The second smaller
hand of the rotation tachometer counts the revolutions of the large hand.
Measuring range is normally 10mm. Set to zero by revolving the rotary scale.
General
The dial indicator is a high-precision measurement tool with an accuracy of
0.01mm. It is especially used in the mechanical engineering section to measure
alignments of shafts or to check the smoothness of surfaces.
A special type of dial indicator is an excellent tool to measure material removed
after corrosion or lightning-strike repairs.
DIAL INDICATOR
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Pin
Spindle
Figure 127
Tolerance
marks
Dial Indicator
Climb shaft
Rotation tachometer
(mm)
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M7.3 (Cat A)
IR PART 66
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NOTE:
4. Carry out the inspection at different points in the inspection area until you
find the maximum depth of removed material.
2. Put the dial indicator with the measuring stand on a flat surface and rotate
the rotary scale mark to zero.
Work sequence
1. Clean up damaged area.
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M7 MAINTENANCE PRACTICES
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Figure 128
Base flat
on skin
Dial gauge
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Skin
Measuring
stand
Page: 260
M7.3 (Cat A)
IR PART 66
Aug 2004
Description
The off-hand grinding machine is basically an electric motor with grinding
wheels mounted onto the spindle (normally one on either side).
It is common practise to have different grade wheels; one for rough finishes
and the other for finer grinding.
Grinding machines can be either bench- or floor-mounted.
Floor-mounted (or pedestal) grinding machines often have a tank mounted on
the front containing some sort of queching fluid (usually water).
Excessive grinding of items without periodic cooling can destroy its tempering.
CAUTION:
Safety
An off-hand grinding machine is potentially very dangerous, so approximately
3/4 of the circumference of the wheel is encased in the wheel guard.
Additionally, there is a transparent screen covering as much of the exposed
part of the wheel as is practical.
Despite this screen, always protect your eyes with goggles as well.
The tool rest should be adjusted to give the smallest possible clearance
between it and the wheel.
M7.3 (Cat A)
IR PART 66
CAUTION:
Page: 261
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Introduction
The abrasive wheel is made of abrasive materials bonded together.
Most wheels are made from silicon carbide (carborundum), but aluminium
oxide abrasives are occassionally used for fine grinding.
ABRASIVE WHEELS
M7 MAINTENANCE PRACTICES
TOOLS
Aug 2004
Tool rest
adjuster
Tool rest
Grinding
wheel
Drive motor
Wheel guard
Screen
M7 MAINTENANCE PRACTICES
TOOLS
Figure 129
Screen
Quenching
fluid
Goggles
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Page: 262
Quenching
tank
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IR PART 66
Aug 2004
CAUTION:
Page: 263
CAUTION:
Oil or Grease?
The Maintenance Manual will indicate the correct lubricant, method and
frequency of application.
Personal Safety
Oil and grease in contact with the skin can result in dermatitis. Barrier cream
should be applied prior to handling these lubricants.
The accidental subcutaneous injection of oil or grease can also have serious
health implications. Oiling and greasing equipment should be handled with care
and horseplay can result in disciplinary action.
Methods of Application
Oils and greases are normally applied via oil cans and grease guns, whereby
the lubricant is pumped into the area requiring it. Usually the lubricant is
hand-pumped, but large grease drums can be fitted to pneumatic devices to
facilitate greasing of multiple points.
M7.3 (Cat A)
IR PART 66
What is grease?
Grease is a lubricant composed of an oil or oils thickened with a soap or other
thickener to make a solid or semi--solid product.
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Introduction
To prevent heat build-up, increase efficiency and prolong component life,
moving parts must be lubricated.
LUBRICATION
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TOOLS
Aug 2004
Lumatic Minor
HP Grease Gun
Filling handle
Operating lever
Pressure spring
Grease container
Plunger piston
Outlet tube
assembly
M7 MAINTENANCE PRACTICES
TOOLS
Figure 130
Filling handle
Non-return valve
Plunger piston
Pressure spring
Lubrication Tools
Operating lever
Lubricating connector
Transfer valve
Grease container
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Oil container
Pump assembly
Application spout
Oil Can
Page: 264
Handle
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IR PART 66
Aug 2004
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IR PART 66
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Lubrication Symbols
Lubrication blocks are used to show the part or unit to be lubricated.
Examples of lubrication blocks used in the manual are shown opposite. If
necessary, more data is given near the lubrication block to help you lubricate
the airplane correctly. Each block shows this data:
S The lubrication method
S The type of lubricant
S The access panel number is given above or below the lubrication block for
points if it is not easy to find the area you must lubricate.
More data on commonly-used grease is available in Boeing Service Letter
737--SL--20--027, Summary of Most Commonly Used Greases on Boeing
Airplanes.
Other Lubricants
S BMS 3--32, Type II Landing Gear Shock Strut Fluid, Anti--Wear
S MIL--H--5606, Hydraulic Fluid, Petroleum base, Aircraft (NATO H--515)
S MIL--PRF--7870, Lubricating Oil, General Purpose, Low Temperature
(NATO O--142).
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Figure 131
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IR PART 66
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Correct Lubrication
Do not
S let dirt, swarf and other unwanted material get in the lubricant during and
after lubrication. Remove dirt from the grease fittings before you attach the
grease gun.
S lubricate Teflon bearings and bushings; lubricants may cause damage to the
Teflon and decrease the bearing life.
S push the seal out with the grease.
Do
S ensure that the pressure that you set is less than 2500 psi (17237 KPa).
Too much pressure will cause the fitting to blow out, resulting in injuries to
personnel and/or damage to equipment.
S set the pressure at 100 to 200 psi (689 -- 1379 KPa) unless otherwise specified. This is usually sufficient to push out used grease.
S find all of the lubrication points that are identified in the specific maintenance
task.
S use the specified lubricant.
S use an Alemite Midget flush adapter (No. 314150) for flush--type grease
fittings.
S apply all lubricants slowly and smoothly.
S dispense grease into the grease fitting until the used grease is visually
removed and only new grease comes out.
S remove unwanted grease or lubricating fluid that is around the part or on
other parts to prevent contamination and damage to other surfaces.
S be careful when you lubricate sealed--ball or sealed--roller bearings that
have a grease fitting.
S Use a restrictor--type adapter to decrease the flow rate of the grease.
S Stop the operation if the shape of the seal starts to change, or if the grease
comes out of the bearing.
If a grease fitting comes out, carry out the following:
S Look for blockage in the fitting or part.
S If necessary, dismantle the part to remove the blockage.
S Install a new fitting (AMM TASK 20--10--24--421--001).
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M7 MAINTENANCE PRACTICES
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Figure 132
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PUT THE LUBE FITTING INTO THE HOLE IN THE MATING PART
AS QUICKLY AS POSSIBLE SO THAT IT DOES NOT WARM UP
TOO MUCH.
7. Let the lube fitting cure for 12 hours at room temperature before using it.
NOTE:
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CAUTION:
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TOOLS
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 133
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IR PART 66
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CAUTION:
NOTE:
MLG Lubrication
Equipment Preparation
1. Ensure that the lubrication equipment is in a serviceable condition before
you fill it.
2. Operate the lubrication equipment to make sure that the lines and adaptor
are full of new lubricant.
3. Clean the greasers with a clean MISCELLANEOUS (Material No. 19--003)
and CLEANING AGENTS (Material No. 11--026).
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Figure 134
Greaser Table
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IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
TOOLS
Figure 135
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Figure 136
Lubrication Points
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M7.3 (Cat A)
IR PART 66
Aug 2004
Bonding Connections
When a bonding connection is to be made or renewed, it is essential that the
conductor has the specified current-carrying capacity.
Braided copper or aluminium cords fitted at each end with connecting tags or
lugs (bonding jumpers) are used for bonding connections between moving
parts or parts subjected to vibration.
All bonding connections must be properly locked to prevent intermittent contact
which may be caused by vibration. Intermittent contact is worse than no
contact at all.
Bonding connections must not interfere (either mechanically or electrically) with
any associated or adjacent equipment, nor should they be excessively tight or
slack.
Provided that all insulating materials (anodic finish, paint etc) are removed from
contact faces before assembly, the following joints are considered self-bonding:
S metal-to-metal joints held together by threaded devices or rivets
S most cowling fasteners, locking and latching mechanisms
S metal-to-metal door and panel hinges
S metal-to-metal bearings
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Secondary
Primary
Bonding Classification
1 ohm
Page: 275
1 ohm
0.05 ohm
Maximum Resistance
Test Condition
Resistance Values
The Civil Aviation Authoritys requirements with regard to the maximum
resistance values for the various conditions of bonding are summarised here.
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Bond Testing
Bonding is the electrical interconnection of metallic parts (normally at earth
potential) for the safe distribution of electrical charges and currents.
Bonding provides a means of protection against charges as a result of the
build-up of precipitation, static and electrostatic induction (as a result of
lightning strikes) so that the safety of the aircraft and its occupants is not
endangered.
Bonding also reduces the possibility of electric shock from the electrical supply
system, reduces interference with the functioning of essential services (radio
communications and navigational aids) and provides a low-resistance electrical
return path for electric current in earth-return systems.
The aircrafts earthing system is automatically connected to the ground upon
landing via the nose (or tail) wheel tyre, which is impregnated with an
electrically conducting compound.
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Aug 2004
Milliohmmeter
M7 MAINTENANCE PRACTICES
TOOLS
Figure 137
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Voltmeter
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Method 1
1. The 60--foot cable should be connected to main earth (also known as the
bond datum point) at the terminal points usually shown diagrammatically in
the relevant Aircraft Maintenance Manual.
Since the standard bonding tester lead is 60 feet, the measurement
between the extremities of larger types of aircraft may have to be
done by selecting one or more main earth points successively, in
which case the resistance value between the main earth points
should be checked before proceeding to check the remote point.
2. The 6--foot cable should be used to check the resistance between selected
points, usually specified in the bonding test schedule or the Aircraft
Maintenance Manual.
When the two spikes of the test lead probe are brought into contact with
the aircraft part, the test-meter will ndicate, in ohms, the rsistance of the
bond.
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Excessive Resistance
1. In the case of bonding jumpers, the connecting tag or lugs should be
removed and the contacting faces thoroughly cleaned, using a slight
abrasive if necessary. All traces of abrasive must be removed.
The connecting area should be sealed and treated with anti-oxidant as
specified in the relevant drawing and specification.
2. If a holding bolt is the bonding connection, the bolt should be removed
and the area under the bolt-head (or nut) cleaned and protected as above.
3. If the required bond value cannot be obtained at a structural joint, the
advice of the manufacturer must be sought.
Note: corrosion tends to form at a bonding or earth connection and is often the
cause of excessive resistance.
Method 2
Alternatively, the four-terminal method of resistance measurement may be
adopted with the appropriate miliohmeter (see Fig 1).
The test leads may be in the form of duplex spikes (see Fig 2) or, when used in
association with crocodile-type test leads, single spikes.
Note: In order to check that the instrument is functioning correctly, the two
hand spikes should be placed on a low-resistance conductor with the potential
spikes (P1 and P2) closely together (see Fig 3). The result of this test should
be a zero reading on the meter.
1. A test current (approx 2 amps) is supplied via the internal batteries and
passed through the resistance via cables C1 and C2.
2. The voltage drop across the rsistance is measured (P1 and P2) and
compared with the current flowing.
The resultant value is then displayed (normally digitally) on the meter.
Note: To ensure good electrical contact at the probe spikes, it may be
necessary to penetrate or remove a small area of a non-conducting
protective coating. Therefore any damage to the protective coating must be
restored after the test.
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Figure 138
P1
Resistance
P2
C2
C1
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Resistance
C1 P1 P2 C2
Ohmmeter terminals
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TOOLS
of potential spikes
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Continuity Testing
A concealed break in a cable core or at a connection may be found by using a
continuity tester, which normally consists of a low-voltage battery (2.5 volts)
and a test lamp or low-reading voltmeter.
Before testing, the main electrical supply should be switched off or
disconnected. Check that fuses are intact and that there is no intermediate
disconnection. Switches and circuit-breakers, as appropriate, should be closed
to complete the circuit.
When carrying out a low-voltage continuity check, it is essential to work
progressively through the circuit, commencing from the relevant fuse or circuit
breaker and terminating at the equipment. Large circuits will probably have
several parallel paths and these should be progressed systematically, breaking
down as little as possible at plug and socket or terminal block connections.
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TOOLS
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M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
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GENERAL
Drawings are normally drawn to a uniform scale which is stated on the drawing
and is usually shown in a SCALE BOX by a ratio e.g. 1:1 (full size), 1:2 (half
size), etc.
In practice, no drawing should be measured to obtain a dimension which is not
shown. Drawings to scale 1:1 would be too large to handle comfortably, so they
are generally printed smaller for convenience. During this shrinking process
actual dimensions can become distorted, so taking a measurement directly
from the print would invariably be inaccurate.
If a particular dimension has been omitted, enquiry must be made to the Design Office or appropriate authority for the information.
SCALE
Standards
Other standards encountered when reading aircraft engineering drawings
include. ISO, international standards organisation and MS, military standard.
The layout, content and numbering system for aircraft engineering drawings is
decreed by Specification 100 of the Air Transport Association of America. This
topic is expanded on in Section M7.20 Maintenance Procedures.
DRAWING PRACTICES
To understand drawings, the engineer must be familiar with common drawing
practices. The most common practices will be explained in the following pages
and will include the important aspects of:-1. scale
2. use of lines
3. methods of presentation
4. types of projection
5. special views.
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INTRODUCTION
Engineering drawing is the language of engineers. Drawings convey the designers requirements in a much clearer way than could be done by the use of
words.
Drawings are widely used and must include sufficient information to enable
manufacture, assembly, production planning, testing and inspection of the particular component, or assembly, to be carried out.
A British Standard (BS308) lays down criteria and conventions which should be
adhered to when creating an engineering drawing.
As well as showing the shape by drawing, the actual size of the shape must be
given. For reasons that will be explained later, engineers do not measure drawings to determine sizes, they refer to dimensions which are given on the drawing.
The engineer will need to know the finish required on the material. He must, of
course, also know the specification of the material from which the component is
to be made.
if you have previously used drawings your list may have been completed as
follows:
S shape
S size or dimensions
S material specification
S material finish
S relationship between the component and associated components in an assembly.
Additionally, data should be provided regarding:
S method of manufacture
S assembly/disassembly sequence
S installation and operation
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AND STANDARDS
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ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Figure 139
SCALE
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1:1
DATE
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Traditionally, the list of all component parts on a drawing are listed above the
title block. It is also known as the Bill of Materials.
Multi-sheet drawings may have many parts, so to reduce clutter and for
convenience they usually have separate BoM sheets reflecting all the parts,
their part numbers, their locations (by zone) and their effectivity (which mark of
aircraft they are fitted to).
Prototype aircraft drawings are not formally released until the aircraft type goes
into production. Then the drawing will be detailed as Issue 1.
From time to time, amendments are made to engineering drawings, for
example if an item is modified in some way, or perhaps a new component is
added.
This amendment must be recorded on the drawing, as it is important to be
working from the latest issue of an engineering drawing.
This revision process is known as raising-in-issue and the drawing issue will
increase by one digit, ie from Issue 1 to Issue 2.
Conventionally, the Revision Block starts in the top right-hand corner of each
sheet and subsequent amendments are recorded to the left.
REVISION
Aircraft drawings are very large and often run over many sheets.
As can be seen on the diagram opposite, a drawing is bounded by a grid
system similar to a map. Typically, the vertical divisions are marked with letters
and the horizontal numbers.
A combination of a vertical and horizontal coordinate indicates a zone. The
zone can be used to locate sections and parts on large drawings.
For example, Zone D-1 in the diagram opposite shows the position of the
Revision Block.
With multi-page drawings, reference will be made to the map reference on the
relevant sheet, ie D-1--2 (the 2 being the sheet number).
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ZONES
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TITLE BLOCK
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ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
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Figure 140
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ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
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GENERAL
Different types and thicknesses of lines are used on drawings for the purposes
as shown in the table opposite.
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Continuous thin
straight with zigzags
Dashed thick
Figure 141
Cutting planes
Chain thick
Chain thin,
thick at ends
and changes
of direction
Chain thin
Continuous thin
Dashed thin
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Continuous thick
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BREAK LINES
Because of limited space on a sheet of drawing paper, and so as to produce a
compact drawing, the use of break lines is often practised as shown on the
graphic below.
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Break Lines
Rectangular (wood)
Round Tube
Figure 142
Rectangular
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Round Bar
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AND STANDARDS
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REPETITIVE INFORMATION
Where several features are repeated in a regular pattern, such as rivets, bolts
or slots, only the number required to establish the pattern may be shown, by
marking their centerlines. Any further information may be given in a note.
The graphic below shows a typical skin joint which could be drawn in this
manner.
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Figure 143
Repetitive
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Holes
As can be seen opposite, holes can be plain--drilled, reamed or threaded.
S Drilled holes are portrayed by a thick--lined circle. Its diameter may be
shown by a note. If the hole is blind the note will include the depth.
Fastener holes are often shown as symbols with an accompanying explanatory table.
S Reamed holes symbols will include an explanatory note differentiating them
from plain holes.
S Threaded holes are defined with a thick circular line for the thread crest
and a thin, broken one for the root.
Introduction
To minimise confusion, certain conventions have been adopted to standardise
the way items appear on engineering drawings.
SYMBOLS
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AND STANDARDS
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Straight--through hole
Reamed Hole
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Figure 144
Blind hole
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Threaded Hole
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Counterbored Hole
Figure 145
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AND STANDARDS
Spotfaced Hole
Countersunk Hole
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SYMBOLS - CONVENTIONS
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AND STANDARDS
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AND STANDARDS
Figure 146
Typical Conventions
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Surface texture
shown in
micrometres
Surface texture
shown in roughness
numbers
Machining symbol
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When there is just a single number on the symbol, it shows the maximum
degree of roughness that is acceptable.
Sometimes, however, the surface texture is required between limits -- it must
not be too rough or too smooth.
This is shown by giving the maximum and minimum values:
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Surface Texture
Surface texture is a measure of the smoothness of the surface finish. Where
this is important, it will be specified on the drawing.
When a particular quality of surface finish is required, it will be stated by
numbers above the triangle.
The drawing should specify which scale is being used -- centreline average or
roughness number.
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AND STANDARDS
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Figure 147
There are three scales commonly used for measuring surface texture.
The smaller the number, the smoother the texture.
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AND STANDARDS
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Horizon
Right
Vanishing
Point
Aug 2004
SKETCHES
Left
Vanishing
Point
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Orthographic Projection
In order that drawings clearly show the designers requirements and provide
the opportunity to show all dimensions, they are usually drawn in either first- or
third-angle orthographic projection.
A perspective drawing shows an object in the way the human eye sees it.
Lines used to construct this type of drawing meet up at a distant point - the
vanishing point.
Perspective drawings are seldom used in engineering, as they cannot
accurately portray dimensions.
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PROJECTION
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PERSPECTIVE
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Front View B
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Figure 148
Side View C
Plan A
Front View B
Symbol
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Side View C
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AND STANDARDS
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Side View C
Aug 2004
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AND STANDARDS
Figure 149
Plan A
Symbol
Side View C
Front View B
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Front View B
Plan A
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GENERAL
A sectional view shows the object drawn as if part of it is removed so that the
interior shape is seen clearly. For this purpose the cutting plane selected must
be clearly shown on one of the other views as shown below.
As the example opposite shows, section lines are drawn equally spaced across
the material which has been cut. These section lines, sometimes called hatching lines, are drawn at 45o to the axis of the section.
if the drawing shows an assembly of parts, adjacent parts are hatched in different directions so as to distinguish the separate parts clearly.
Nuts, bolts, rivets, shafts and ribs are not normally shown in longitudinal section.
SECTIONAL VIEWS
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Figure 150
Sectional View
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AND STANDARDS
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Figure 151
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ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
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AUXILIARY VIEWS
None of the types of view mentioned will show the true shape of a surface if it
is inclined to the normal planes of projection.
The true shape of such a surface is shown by means of an auxiliary view
drawn at right angles to the surface.
An example of this is shown opposite.
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Figure 152
AUXILIARY VIEW
VIEW IN DIRECTION
OF ARROW
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One of the methods shown below is usually used when dimensions are given
from a common datum. Dimensions between holes are not often used since
this allows a build up of tolerances. An alternative method, used with riveted
joints, is to locate the end holes and add a note such as 11 rivets equally
spaced.
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20
75
55
35
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55
35
20
Figure 153
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75
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DIMENSIONAL TOLERANCES
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ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
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Figure 154
Dimensional Tolerances
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GENERAL
The blueprint system is used by the engineer to communicate his ideas to the
various people who buy the raw material, plan the manufacturing sequences,
build the parts and finally buy the product.
Manufacturing. Planning, and Quality Control personnel will find that most of
their contact with the blueprint system will be with engineering and tooling
drawings.
The purpose of this training section is to familiarize individuals from these and
other areas with the engineering production drawing, procedures and specifications most commonly used in the fabrication, assembly and installation of the
components that make up todays modern aircraft and vehicles.
Drawings used in the design, construction and maintenance of engineering projects are called production drawings. Drawings used in the design, construction and maintenance of the jigs, tools and checking fixtures that are held in the
building of an engineering project are called tool drawings.
Blueprints are simply copies of engineering drawings. Many blueprints are not
blue at all, but black lines on white, blue lines on white or even brown lines on
white. Blueprint has come to mean almost any colour of drawing reproduced
on paper. Blueprints reproduced on metal or Mylar film are also available.
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AND STANDARDS
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AND STANDARDS
Figure 155
Detail Drawing 1
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Drawings used In the detailing or fabrication of single parts are called detail
drawings. Sometimes these drawings may be called fab (for fabrication) drawings. Detail drawings do not put parts together.
Most detail drawings are easily recognized by their titles. If the word assembly or Installation does not appear in the title, the drawing Is a detail drawing.
An inseparable assembly delineates items or parts separately fabricated and
permanently joined together, such as welded or riveted parts not subject to disassembly. The size of the drawing gives no indication of the drawing type.
Some detail drawings are small, whereas others are large. The size of the
drawing Is governed only by the size of the part or parts being detailed.
S Remember: detail drawings do not ordinarily show location, position or
fastening method. They will occasIonally show where a fastener will eventually be installed, but they do not show the fastener itself.
Detail drawings are designed primarily to give instruction for fabrication personnel and provide only information used to make a part, since the assembly and
installation information is of little value in fabrication work.
Detail information indudes:
S Size and shape description
S Material and heat treatment requirements
S Protective finish Instruction (painting, plating, etc.)
S Machine finish if required (surface smoothness for metal)
S Part numbering and marking instructions -- the next higher drawing number
(here the part will be used).
The engineer may not issue a separate detail drawing for each individual part.
Frequently, several parts are detailed on one detail drawing, or some parts are
detailed on assembly or installation drawings.
DETAIL DRAWINGS
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Figure 156
Detail Drawing 2
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The engineer may not issue a separate assembly drawing for each assembly.
Some assembly drawings tell how to built several different assemblies. Also,
some assemblies are built from information on installation drawings.
Most assembly drawings are recognized by their drawing titles, which must
contain the word assembly or assemblies.
The word assembly is defined as follows: An assembly Is a multiple--piece
item that can be disassembled into its component parts or units without destruction; it does not independently of Itself perform or fulfil a specific complete
function but is essential for the completeness or proper operation of a more
complex Item of equipment with which it is mechanically combined.
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An assembly may comprise of only two parts or it may comprise many, depending on the judgment of the designer. In some cases, a large assembly
may comprise several small assemblies fastened together. Information about
how to locate the parts In reference to each other (not In reference to the entire
airplane or vehIcle) and about how to fasten them together is called assembly
Information.
The primary function of the assembly drawing is to show the relationship of two
or more parts and subordinate assemblies, or a group of assemblies to form an
assembly of a higher order.
An assembly drawing must provide five items of information:
S A list of required component parts and process specifications
S Location dimensions (showing exactly how parts fit together)
S Fastening methods
S A part number for the finished assembly
S The next higher drawing number (where the assembly will be used).
ASSEMBLY DRAWINGS
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Screw
Faucet
Body
Upper
Gasket Seat
Figure 157
Handle
Assembly Drawing
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Washer
Valve
See Detail A
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INSTALLATION DRAWINGS
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Figure 158
Installation Drawing
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Illustrated parts lists often make use of exploded--view drawings to show every
part that is in an assembly.
All of the parts are in their relative position, but are expanded outward, so that
each part can be identified by its physical appearance or by its name. It can
also be identified by a reference number that is coded to the parts list.
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Aug 2004
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Figure 159
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M7.5 (Cat A)
IR PART 66
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SCHEMATIC DRAWING
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Page: 323
M7.5 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Figure 160
Schematic Drawing
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M7.5 (Cat A)
IR PART 66
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Wiring diagrams indicate such things as size of wire and type of terminals to be
used for a particular application.
Several types of wiring diagram exist; some show only one circuit whilst others
portray several circuits within a system.
They also normally identify each component by both its part number and serial
number.
More detailed diagrams show wire connections at splices or the arrangement of
parts.
Like schematic diagrams, wiring diagrams do not show an exact image of a
circuit; it is used to illustrate a principle of operation and also wire sizes.
It does, however, indicate where objects are located in relation to each other in
a circuit.
Wiring drawings are ideal for trouble-shooting.
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Page: 325
M7.5 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Figure 161
Wiring Diagram
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M7.5 (Cat A)
IR PART 66
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CD--ROM
With the development of compact discs and their incorporation into computers,
it was a logical step to store electronic copies of drawings onto CD--ROMs.
Now a complete aircrafts drawings could be stored on perhaps 10 CDs; quite a
difference to the small building necessary for its equivalent paper copies.
Designers can distribute their drawings (and any amendments) to customers
via this cheap medium.
Doubtless as their use becomes more common, DVDs (with their superior
storage capacity) will become the preferred option over CDs.
Microfilm
Instead of copies of each drawing being mounted in its own individual aperture
card, hundreds could be stored onto a photographic film (microfilm). As with
the aperture card, this microfilm could be loaded into a reader for ease of
viewing and, if necessary, printing of hard--copies.
Aperture Cards
One method used to reduce drawings physical size (and thus storage space)
was to photograph them and mount the resultant slide onto a card. This card
could be loaded into a viewer for ease of reading and a hard--copy
subsequently printed off if necessary.
Introduction
Engineering drawings have historically been created on paper at 1:1 scale and
stored in cabinet drawers sufficiently large enough to contain them unfolded.
This poses problems of storage space. A modern large aircraft has thousands
of drawings; if paper copies of drawings were stored at their original scale, a
small building would be needed for all the drawing cabinets.
DRAWING STORAGE
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Page: 327
M7.5 (Cat A)
IR PART 66
Aug 2004
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Figure 162
Drawing Cabinet
M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Microfilm Reader
Aperture Cards
Page: 328
M7.5 (Cat A)
IR PART 66
Aug 2004
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M7 MAINTENANCE PRACTICES
ENGINEERING DRAWINGS, DIAGRAMS
AND STANDARDS
Page: 329
M7.5 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7.6 (Cat A)
IR PART 66
D = 25
Page: 331
DIMENSIONS
Dimensions are the ideal measurements for parts.
Upper Limit is the largest measurement that will be accepted in production.
You can calculate it with the help of the nominal size and the upper off size:
In case c: upper limit = 30 mm - 0.04 mm = 29.96 mm
Lower Limit is the lowest tolerable measurement and can be calculated using
the nominal size and the lower off size:
case c: lower limit= 30 mm - 0.06 mm = 29.94 mm
+ 0,009 upper Dimension
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SYSTEMS OF FITS
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Reference Line
Aug 2004
Deviation
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Nominal Size
Upper Deviation
Lower
Tolerance
Lower Limit
Reference
Line
a b
Deviation
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Figure 163
Upper Limit
Nominal Size
Upper Deviation
Lower
Tolerance
Lower Limit
Upper Limit
40
-0.08
-0.03
20
+/-0.35
c
-0.04
30
-0.06
M7.6 (Cat A)
Page: 332
+0.01
IR PART 66
30
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INTERFERENCE FIT
In case of interference fit the hole is smaller than the item being fitted (for
example in the case of a bearing bushing and its housing).
TRANSITION FIT
In the case of transition fit, play or interference can occur between the parts,
depending on the size of their actual sizes. The tolerances of bore and shaft
overlap.
CLEARANCE FIT
In cases of clearance fit you will always have some play after assembly, eg in
bearings.
KINDS OF FIT
According to their purpose the work pieces to be fitted are made with a different play or interference. This is why we distinguish between several kinds of fit.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 333
M7.6 (Cat A)
IR PART 66
Aug 2004
CLEARANCE FIT
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 164
TRANSITION FIT
CLEARANCE
(space between
hole and shaft)
A force is required
to push the shaft
through the hole
NO CLEARANCE
INTERFERENCE FIT
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IR PART 66
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INTERFERENCE
The difference in diameter of the shaft and the bore is called interference if the
diameter of the shaft is bigger than the diameter of the bore. Because of the
tolerances of the shaft and the bore you get a maximum interference and a
lower limit (maximum play)
CLEARANCE
Play is the difference in diameter of the bore and the shaft, provided that the
diameter of the bore is bigger than the diameter of the respective shaft. Because the shaft and the bore have to be subjected to a tolerance, in case of a
larger quantity the parts usually have different play.
You will get the largest play, if a shaft with the lower limit is fitted into a bore
with high limit.
The lowest play will result from a combination of a lower limit bore and a high
limit shaft.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 335
M7.6 (Cat A)
IR PART 66
Bore Tolerance
Clearance
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Minimium Clearance
Shaft Tolerance
Maximum Clearance
Figure 165
Interference
Clearance Fit
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Bore Tolerance
Minimum Interference
Maximum Interference
Shaft Tolerance
Page: 336
M7.6 (Cat A)
IR PART 66
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UNIT-SHAFT SYSTEM
When using the unit-shaft system, all shafts are manufactured with an H-tolerance (regardless of the required fit). The high limit of every shaft reaches the
reference line and is identical with the nominal size. The lower size of the shaft
is the nominal size minus the tolerance.
The unit-shaft system is used for parts of transmissions, lifting equipment, textile machines and in precision mechanics.
UNIT-BORE SYSTEM
When using the unit-bore system, all bores are manufactured with an H-tolerance (regardless of the required fit).
The lower limit of every bore reaches the reference line and is identical with the
nominal size.
The high limit is the nominal size plus the tolerance.
The unit-bore system is used for parts of machine tools, engines, motor cars,
railroads and airplanes.
FIT SYSTEMS
In order to maintain the different kinds of fit during manufacturing, you can
either use the unit-bore system or the unit-shaft system.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 337
M7.6 (Cat A)
IR PART 66
Aug 2004
Nominal Size
Reference Line
Nominal Size
Reference Line
Transition Fit
Types Of Fit
Transition Fit
Figure 166
Clearance Fit
Clearance Fit
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Shaft Tolerance
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Hole Tolerance
Interference Fit
Interference Fit
Page: 338
M7.6 (Cat A)
IR PART 66
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Holes For:
standard and oversize dia solid rivets
standard and oversize dia blind rivets
standard dia blind rivets (NAS54212 & NAS54213)
standard dia Cherry-Buck titanium solid rivets
standard and oversize dia blind bolts
standard dia threaded pins and bolts (transition fit)
1st oversize dia threaded pins and bolts (transition fit)
2nd oversize dia threaded pins and bolts (transition fit)
standard dia threaded pins and bolts (clearance fit)
oversize dia threaded pins and bolts (clearance fit)
standard dia threaded pins and bolts (transition fit close tol.)
1st & 2nd osize threaded pins and bolts (transition fit close tol.)
standard dia threaded pins (interference fit)
1st & 2nd osize dia threaded pins (interference fit)
standard dia special clearance fit bolts (tension)
1st & 2nd osize dia special clearance fit bolts (tension)
Table
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
The following tables are extracted from a typical aircraft Structural Repair
Manual (in this case an Airbus A340--200/300).
They give the permitted tolerances for holes for fasteners, depending on the
type of fastener and kind of fit, as follows.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 339
M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 167
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 168
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 169
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 170
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 171
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 172
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 173
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 174
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 175
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 176
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 177
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 178
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 179
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 180
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M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
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M7.6 (Cat A)
IR PART 66
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WEAR LIMITS
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 355
M7.6 (Cat A)
IR PART 66
SPOILER No 3
Aug 2004
AIRBRAKE No 1
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Figure 181
AIRBRAKE No 2
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 356
M7.6 (Cat A)
IR PART 66
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TWIST LIMITS
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 357
M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Figure 182
Twist Check
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IR PART 66
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Checking Method
Engine crankshaft runout is checked with a DTI by assembling the instrument
onto a stand and positioning it onto a smooth part of the crankshaft.
A preload is then applied to the DTI by pressing it against the shaft so that the
pointer deflects by a few thousandths of an inch.
The DTI is then zeroed and, as the crankshaft is turned, the DTI will indicate
the amount of deviation in both directions.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 359
M7.6 (Cat A)
IR PART 66
Aug 2004
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Figure 183
Dial test indicators are used to check shafts for out-of-round and for bends.
They are also useful for checking backlash in gears and for measuring axle end play.
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
Page: 360
M7.6 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
FITS AND CLEARANCES
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M7.6 (Cat A)
IR PART 66
ATA 20
CONNECTORS
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M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 362
M7.7
IR PART 66
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Electrical circuits are protected from excess current and overheating by circuit
breakers.
These precautions apply to low voltage and high voltage equipment. Where
electrical shock and burns are concerned, it is the current that does the
damage, not the voltage.
As well as the ever present danger of being caught or struck by moving parts,
electrical equipment also presents the dangers of electric shock, burns, fire and
explosion.
Note:These safety precautions are of a general nature and apply to all aircraft
types.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 363
M7.7
IR PART 66
Apr 2004
Disconnect Battery
Battery
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 184
to
aircraft
Safety precautions
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M7.7
IR PART 66
Apr 2004
This distance may be reduced to 15mm (0.59 in) for lines that do not carry
flammable liquids i.e.: hot air, static air etc.
from lines carrying flammable liquids such as fuel, hydraulic oil, oxygen etc.
3 Wire bundles must run above or alongside piping at least 50mm (1.9 inch)
and groups which may include a variety of different wire types. i.e.: single,
shielded, multicore etc.
Individual groups must be spot tied and when these groups are bundled
together the spot ties must not be removed.
No plastic ties are allowed in unpressurised areas.
1 For ease of installation and maintenance, wires are arranged into bundles
ESPM 20--33--41
SWPM 20--10--11
ESPM 20-33--10
Page: 365
c) For single co--ax cables and wire bundles with co--ax cable attached, the
minimum bend radius is 10 times the outside diameter of the co--ax cable.
b) The smallest bend radius for wire bundles is 6 times the outside
diameter.
a) The minimum bend radius for single wires or cables is 3 times the outside
diameter. The best and preferred value is 10 times the outside diameter.
M7.7
IR PART 66
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GENERAL NOTES
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
FRAME
CONNECTORS
Apr 2004
FRAME
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 185
WIRE BUNDLE
General Installation
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WIRE BUNDLE
NOT
CLAMPED ON
HYDRAULIC,
HOT
AIR, FUEL OR
OXYGEN
TUBES
Page: 366
M7.7
IR PART 66
Apr 2004
A wire bundle that has an overbraid shield installed must be identified with a W
number:
-- Within 18 inches of all connectors
-- Within 18 inches of all shield terminations
-- At branches
-- Every six feet.
The shield must have the same temperature grade as the wire bundle.
4 Conduits provide mechanical protection for wire bundles. Wires must not
be tied or fastened together inside conduit or insulating sleeving. A draw wire
must be installed for ease of modification.
Oil or temperature resistant Scotch Electrical Tape as applicable must be used
for abrasion protection and secured with flat waxed binding tape at both ends.
Make a drainage hole after installation is complete and the lowest point is firmly
established.
Coaxial cables must be installed separately from other wire bundles and with
the maximum possible bend radius (10 times the outside diameter).
M7.7
IR PART 66
Page: 367
Aircraft that are fitted with AP wires at manufacture must be repaired and
modified with the same wire type or suitable alternative as listed in the Wiring
Diagrams Manual.
Aircraft that are not fitted with AP wires and cables at manufacture must not
have AP wires and cables fitted during repair or modification. Only the wire and
cable types in the Wiring Diagrams Manual are authorised for use.
If however, you find AP wires already installed, they can be left on the aircraft.
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M7.7 ELECTRICAL CABLES AND
CONNECTORS
Apr 2004
WIRE BUNDLE
LENGTH SUFFICIENT
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Figure 186
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
DRIP LOOP
WIRE BUNDLE
Page: 368
PLUG
M7.7
IR PART 66
Apr 2004
Note: Aromatic polyimide wires must be wrapped with insulation tape prior to
clamping to prevent damage to the insulation.
Metal clamps can be used in any area of the aircraft provided that they are
fitted with the appropriate insulation material.
Plastic clamps must not be used in areas where the temperature exceeds
250 _ F (121_ C).
Page: 369
M7.7
IR PART 66
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Cable Clamps
Primary support of the wiring installation is provided by plastic and metal cable
clamps spaced at intervals not exceeding 24 inches.
Clamps must fit properly to prevent damage to the wire insulation. No wires
must be pinched in the clamp
Rubber fillers can be used to improve the fit of a clamp but must not be used
with co--axial cables.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
b) Metal clamp
a) Plastic Clamp
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Insulation
Figure 187
Clamps
CORRECT
Cut
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Rubber Fillers
not for Coax-Cables
Filler Plugs
INCORRECT
0.10 in to 0.25 in
Page: 370
M7.7
IR PART 66
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No washers, ties, tapes, etc. are allowed inside fuel tanks as they could
become loose and clog filters.
Clamps ( continued)
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 371
M7.7
IR PART 66
CONNECTORS
Frame
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Frame
Structure
Figure 188
Wire Bundle
Clamps
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Grommet
Clearance
Page: 372
M7.7
IR PART 66
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It is also desirable that the back of the clamp rest against a structural member
where practicable.
Clamp installation
Clamps should be installed in the prefferred attitude, as shown below. The
mounting screw should be above the wire bundle.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 373
M7.7
IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 189
Clamp Installation
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Preffered
installation
Less desireable
installation
Page: 374
M7.7
IR PART 66
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SWPM 20--10--11
Apr 2004
S It is not necessary to install the new wires under existing ties. They must
however, be installed within all the support clamps of the parent bundle and
not on the outside of plastic ties or other hard material.
S Tie additional wires to the exterior of the bundle with ties between clamps at
approximately one foot intervals.
Cotton, nylon or fiberglass lacing cord is used for tying. Cotton cord must be of
the waxed type to ensure moisture and fungus resistance.
This ensures that the wires are neatly secured in groups and bundles to aid
compliance with wire bundle separation requirements and to avoid possible
damage from chafing or equipment operation.
Wire groups and bundles are tied to provide ease of installation, maintenance
and inspection.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 375
M7.7
IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 190
BUNDLE TIES
Bundle Ties
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M7.7
IR PART 66
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SWPM 20--10--11
Apr 2004
ESPM 20--33--41
The three illustrations below show some correct and incorrect methods for wire
bundle tying in a high vibration area.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 377
M7.7
IR PART 66
Incorrect
Correct
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 191
2 in max
Incorrect
Correct
Scotch Tape
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M7.7
IR PART 66
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SWPM 20--10--11
Apr 2004
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 379
M7.7
IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 192
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M7.7
IR PART 66
Apr 2004
--It may be necessary to change the wire routing to prevent the damage
reoccurring.
--Wire lengths subject to heat damage must be replaced wherever the outside
insulation has changed colour. The replacement wire length must be the same
type and size.
--An engine harness wire or a fire warning wire repaired with a splice is
considered an acceptable temporary repair and must be replaced when the
next maintenance is carried out.
--In a wire bundle where all the wires require repair by splicing, the splices must
be staggered. This means that the diameter of the wire bundle is increased
symmetrically, slowly and continuously so that no splices overlap.
--The maximum number of splices allowed in a wire is 3. This does not include
production splices identified in wiring diagrams.
M7.7
IR PART 66
ESPM 20--24--01
Page: 381
a) Outside the pressurised area, only aircraft fluid resistant tape must be used
Notes:
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M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
CONNECTORS
Apr 2004
Existing wire
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Crimped splice
Figure 193
Crimped splice
New wire
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Existing wire
Page: 382
M7.7
IR PART 66
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Splice restrictions
--There shall not normally be more than two splices in any wire segment.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 383
M7.7
IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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M7.7
IR PART 66
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INTRODUCTION
ELECTRICAL CONNECTIONS
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 385
M7.7
IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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M7.7
IR PART 66
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Wire strippers
The graphic below illustrates two common hand wire strippers.The stripmaster
on the left is a versatile automatic hand stripper. The gripper holds the wire in
position and one light squeeze of the handle severs and strips the insulation
slug up to 7/8 in.
The Superchamp tool can also be used for wire stripping.
In all cases, the greatest care should be exercised during wire stripping
as any decrease in overall conductor diameter will incrrease the
resistance of the joint.
The first and one of the most important operations required before any wire can
be assembled to connectors, terminals, splices, etc. is the stripping and
preparation of the wire.
The following general precautions are to be observed when stripping any type
of wire:
S When using any type of wire stripper, hold the wire so that it is
perpendicular to the cutting blades.
S Adjust automatic stripping tools carefully; follow the manufacturers
instructions to avoid nicking, cutting, or otherwise damaging strands.
S When using hand plier strippers, the removal of lengths of insulation longer
than 3/4 inch is easier to accomplish in two or more steps.
S Use stripping blades appropriate to the insulation thickness.
S When stripping coaxial cables with a knife, scratch the soft outer insulation
carefully without damaging the underlying shield.
S After stripping ensure that the insulation is cut cleanly with no frayed or
ragged edges.
S Make sure all insulation is removed from the stripped area .Some wire types
are supplied with a transparent layer of insulation between the conductor
and the primary insulation which can be missed during stripping.
S Where necessary, re-twist strands to restore natural lay and tightness.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 387
M7.7
IR PART 66
Wire Size
24
22
20
18
16
Apr 2004
BLADE or DIE
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 194
Wire stripping
(BLADES)
CHANGEABLE
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Crimping Forbidden
M7.7
IR PART 66
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All connector contacts are inserted from the rear. There are however two
general systems for removal of connector contacts:
The Rear release system and
The Front release system
General
Great care must be taken when inserting and removing connector contacts.
The internal mechanism of the connector is easily damaged and can only be
repaired by connector replacement.
CONNECTOR TOOLS
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 389
M7.7
IR PART 66
CONNECTORS
Apr 2004
Figure 195
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REMOVAL
Page: 390
M7.7
IR PART 66
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--Slip insertion tool over the wire and butt it against the contact shoulder
--Align tool and contact axially with the grommet
--Guide contact carefully through grommet hole, pushing tool axially to grommet
--Remove tool and check that contact is firmly in position by pulling gently.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 391
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IR PART 66
CONNECTORS
Apr 2004
Incorrect
Figure 196
Correct
TOOL
TUBE
CONTACT
PUS
H
SLIDER
FrontHAN
release contacts
DLE
WIRE
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M7.7
IR PART 66
Apr 2004
--Rotate the multi--locator turret to the correct colour coded position.and push in
to engage.
--Select the appropriate wire size on the selector knob.
--The crimping operation is completed as for MS3191--1.
Prior to crimping with this tool the following set up must be carried out:
This tool is similar in construction to the MS3191--1. The major difference is that
it has one, multiple locator turret secured by two allen screws instead of three
separate turrets.
Page: 393
M7.7
IR PART 66
ESPM 20--25--21
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M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
LOCATOR
CONNECTORS
Apr 2004
YELLOW
BLUE
RED
CODE
COLOUR
LOCATOR
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
P/N
CONTACT
SIZE
Figure 197
WIRE
SIZE
Crimping Tool
Positioners
R, B, Y
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IR PART 66
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Filler wires can be used to increase conductor outside diameter for larger
contact sizes. Cut filler wires flush with rear of crimp barrel taking care not to
damage the strands of the primary wire.
The illustration below shows some correct and incorrect examples of connector
contact crimping.
In all cases, ensure that:
-- All the strands of the conductor are in the crimp barrel
-- The end of each conductor is bottomed in the crimp barrel
-- The conductors are visible in the inspection hole.
In almost all cases the wire insulation must have no direct contact with the end
of the crimp barrel. Adherence to the correct stripping length dimensions will
ensure that a small gap exists to provide flexibility.
The pictures below give a general idea of the wire stripping lengths required for
connector contacts. For exact stripping lengths appropriate to each contact
type, refer to the SWPM and ESPM.
CRIMPING OF CONTACTS
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 395
M7.7
IR PART 66
PLUG WRENCH
FILLER WIRE
PRIMARY WIRE
CORRECT
INCORRECT
CONNECTORS
Apr 2004
Clamp
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Connector
INSPECTION HOLE
Figure 198
Crimping check
Plastic Inserts
AND CONTACT
WIRE BOTTOMED
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The solder sleeve slides into position over the wire with the solder band
centered over the stripped area of outer insulation and the shield ground
wire. It should be noted that one end of the solder sleeve is slightly wider
than the other. The wider end should be toward the shield ground wire.
The heatshrink gun is then used to shrink the sleeve into position and
enable the solder in the sleeve to run. This creates an electrical connection between the ground wire and the cable shield.
Apr 2004
The shield ground wire and the cable shield must be stripped to the correct dimensions.
The solder sleeve is equipped with two sealing rings on the inner ends of the
sleeve and a band of solder in the center.
The solder sleeve pigtail is the most common method for attaching a shield
ground wire to shielded cables.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 397
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Solder Ring
Apr 2004
Seal Ring
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 199
Seal Ring
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ESPM 20--48--00
RED
BLUE
YELLOW
22--18
16--14
12--10
Apr 2004
YELLOW
26--24
colour coded to identify the wire sizes that can be crimped in each lug or splice.
In this range of terminals and splices, the insulation is part of the terminal and
splice construction. It extends beyond its barrel so that it will cover a portion of
the wire insulation, making the use of an insulating sleeve unnecessary.
Ring tongue type terminals are used for most aircraft applications.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 399
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CONNECTORS
Apr 2004
SERRATIONS
COLOR CODED
INSULATION GRIP
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 200
WIRE STRANDS
COPPER SLEEVE
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COPPER SLEEVE
INSULATION
Page: 400
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IR PART 66
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The following video gives a general overview of the crimping process for AMP
PIDG terminals and splices.
After the crimping operation is complete, the quality check described below
must be carried out.
The crimp tool has an Insulation grip position selector which sets the insulation
crimp, appropriate to the insulation thickness.
The picture below illustrates a typical AMP crimping tool for PIDG terminals
and splices.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 401
M7.7
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TOUC
H
LEVER
Apr 2004
LOCATOR
INSULATION CRIMP
SETTING
RATCHET
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 201
Crimping of Terminals
a) strands must be
visible
b) dots must be present
QUALITY CHECK:
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SWPM 20--30--12
Apr 2004
The illustration shows the unsealed variant. Sealed, moisture resistant versions
are also available which are supplied with a crimp ferrule and insulating sleeve.
After crimping, the closed end splices may be placed side by side in an upright
position within 30 degrees of eachother.
The correct splice size is determined by the cross sectional area of the all the
wires to be inserted.
The length of the breakout is limited to 21/2 in max, unless further limited by
the bundle assembly drawing.
The use of closed end splices is possible where it is specified in the aircraft
wiring diagram manual chapter 91.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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Crimp Tool
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 202
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to
45_
45_
to
45_
to
to 45_
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IR PART 66
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-After installation of wire caps, the spare wires must be wrapped, tied and
stowed near the unused termination.
The same conditions apply for spare wire caps that were previously described
for dead ending of wires, i.e.
-Spare wire caps must be installed within four to six inches of connectors.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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IR PART 66
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 203
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CORRECT
CRIMPING-INSPECTIONS
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
1
2
3
4
5
6
7
8
INCORRECT
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CONNECTORS
Apr 2004
POSITIONED
SPLICE INCORRECTLY
CORRECT
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 204
PRINTED HERE
Crimping inspections
PRINTED HERE
INCORRECT
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IR PART 66
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SWPM 20--30--00
Apr 2004
Terminal strips
Install terminal strips as indicated on the illustration below.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 205
Terminal strips
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D--Type - One Block 8 sockets, two busses, four contacts per bus.
A--Type - One block, 8 sockets, four busses, two contacts per bus.
The two upper contacts are both labeled - A. The two lower contacts are both
labeled - X.
The completed block installation below right details how connections are
presented on wiring diagrams.
The left lower picture shows the proper method for installing the terminal blocks
on the tracks.
The left upper picture on the following page illustrates the different terminal
block configurations which are available.
TERMINAL BLOCKS
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 206
Terminal blocks
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eg.:
eg.:
eg.:
Page: 412
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IR PART 66
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CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 207
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Apr 2004
--Many different combinations are used with different wire size contacts in the
same module.
--Each module has its own number mounted on top of the module.
Terminal modules
Terminal modules can accomodate either ten or twenty one contacts.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 415
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IR PART 66
PRINTED ON WIRING
CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 208
VIEW ON BLOCK
G
H
J
K
B
C
D
E
Terminal modules
BLOCK NUMBER
BLOCK NUMBER
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TYPICAL COMBINATIONS
Page: 416
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IR PART 66
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ESPM 20--51--22
SWPM 20--20--00
Apr 2004
An aircraft can become highly charged with static electricity whilst in flight.
Aircraft electrical bonding is the process of obtaining the necessary electrical
conductivity between the component metallic parts of the aircraft.
Bonding also provides the low resistance return path for single wire electrical
systems.
This low resistance return path also aids the effectiveness of shielding and
provides a means of bringing the entire aircraft to the earths potential when it
is on the ground.
BONDING
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 417
M7.7
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CONNECTORS
Surface
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Bonding
Tank
Bearing
Bonding
Structure
Figure 209
Bonding
Junction box
Structure
Anti- vib
mounting
Bonding
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Metal
conduit
Bonding
metal clamp
Black box
mounting
Page: 418
M7.7
IR PART 66
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SWPM 20--20--00
ESPM 20--51--22
Apr 2004
If this process is done correctly, measurements not higher than 0.025 can be
obtained.
BONDING RESISTANCE
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 210
Basic Structure
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Structural Interface
Page: 420
Bonding
Test leads
Bonding Meter
M7.7
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The aircraft metallic structure is used as a conductor for current returns for the
single wire electrical systems.
GENERAL
GROUNDING
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 421
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TERMINALS
SAFETY NUT
Figure 211
SWPM 20--20--00
Grounds
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CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 422
ESPM 20--44--71
M7.7
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5M
200M
100M
Between terminals
10M
5M
2M
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
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CONNECTORS
Apr 2004
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
INSULATION ERROR
INSULATION ERROR
Figure 212
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CONTINUITY TESTING
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 425
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CONNECTORS
Apr 2004
Select resistance
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Figure 213
Continuity testing
View reading
Connect the
probe tips across
the protion of
the circuit to be
measured
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ESPM 20--52--23
Apr 2004
The TDR is sensitive to impedance changes. Problems in the cable will be detected and displayed as changes in impedance along the cable. These will be
displayed as hills and valleys in the reflected pulse. The TDR is capable of finding shorts, opens, defect shield, foreign substances in the cable ( water, etc.),
kinks and more.
Principle
The TDR sends an electrical pulse down the coax cable and detects any reflections made by discontinuities.
General
Time Domain Reflectometry (TDR ) is a measurement concept that is beginning to find great usefulness in the analysis of wideband systems.
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
Page: 427
M7.7
IR PART 66
PICTURE 2
REFLECTED IMPULSES
PICTURE 1
ZV
Apr 2004
IMPULSE
GENERATOR
CONNECTORS
M7 MAINTENANCE PRACTICES
M7.7 ELECTRICAL CABLES AND
ZE
Figure 214
Z = TERMINATION
RESISTOR
OSCILLOSCOPE
PICTURE 3
DENTED CABLE
4% IMPEDANCE CHANGE. IMPULSE IS OPPOSITE TO
FRAYED CABLE
FRAYED CABLE
8% IMPEDANCE CHANGE,
CORROSION MAY OCCUR LATER
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SHORTED CABLE
SHORTED TO THE CENTER
CONDUCTOR.THE IMPULSE IS
OPPOSITE TO OPEN CABLE.
OPEN CABLE
POSITIVE IMPULSE
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May 2004
M7.8 RIVETING
M7 MAINTENANCE PRACTICES
RIVETING
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Types
There are essentially two types of rivet head; one that protrudes and one that
sits flush with the material. These are known as universal and countersunk
heads. The most common countersink angle is 100o.
Sizes
The most common diameters of solid rivets fitted in aircraft are:
S 3/32in (2.4mm)
S 1/8in (3.2mm)
S 5/32in (4.0mm)
S 3/16in (4.8mm)
Different lengths are available in 1/16 increments.
Rivets
A rivet is a metal pin with a formed head at one end; either protruding or
countersunk.
A hole is drilled through the parts to be joined, the rivet is inserted into the hole
and the end opposite the head is hammered to hold the components together.
As the rivet tail is hammered down, its cross-sectional area increases together
with its bearing and shearing strengths (its resistance to the force of the
components trying to slide apart). This process creates a union betwen the
parts at least as strong as the individual parts.
Because weight is an important factor when constructing aircraft, the
solid-shank rivet is the most preferred method when joining metal parts
together.
Joining Methods
Modern materials, particularly composites, use adhesive to form a permanent
bond.
Traditionally, aluminium alloy (and other metal) parts are joined using rivets.
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One further cook is permissable if time runs out, but then the rivets must be
discarded.
Heat Treatment
D-, DD- and E-rivets are made from an alloy called duralumin and are very
hard and brittle. Before fitment they are heated to approximately 4950c and
held at the temperature for long enough that all rivets are completely heated
through. The rivets are then quenched. This process produces a soft rivet that
is designed to harden over a period of time. The hardening process can be
speeded up by cold working the rivet. Rivetting provides just such a cold
working process and rivets that are driven within 30 minutes of quench will
change from soft and malleable to hard fasteners. If rivets are not to be used
within the 30 minute post-quench period, they can be frozen to retard the
natural age hardening process. freezer storage life depends on storage
temperature:
Material
Aircraft structure is made up of many materials, including steel and titanium.
The designer must consider various factors (weight, heat, load etc) when
deciding which material to use, only sacrificing weight when it is necessary.
For its excellent strength-to-weight ratio, the most common material used in an
aircraft structure is aluminium alloy.
This section will concentrate on aluminium alloy solid rivets (as opposed to
steel and titanium, which are rarely encountered).
To prevent dissimilar metal corrosion and other stresses, rivets are composed
of the same alloys as the structures they are joining together.
As covered in Module 6, aluminium is alloyed with various other elements,
depending on where it is fitted and what loads it is subjected to.
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INTRODUCTION
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RIVETING
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
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1XXX
2XXX
3XXX
4XXX
5XXX
6XXX
7XXX
8XXX
9XXX
Wrought Alloys
Alloy Number Major Identifying Elements
AMS
AN
AND
AS
ASA
ASTM
MS
NAF
NAS
SAE
M7 MAINTENANCE PRACTICES
RIVETING
Shank
Diameter
Figure 215
Solid Rivets
Shank
Diameter
Countersink
Angle (100o)
426
(Countersunk)
Length
of Rivet
470
(Universal)
5/16in Length
4/32in Diameter
2117T4 Alloy
Universal Head
Airforce Navy
AN 470 AD 4 - 5
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1.5D
2117 5056
AD
B
1.5D
2017 2024
DD
D
7050
E
2 raised
Raised
dashes
cross
Raised
Raised
Dimple
dot
ring
Page: 432
.5D
1100
A
Plain
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May 2004
Allowance
The amount of protrusion of the rivet shank that is sufficient to form the shop
head (tail).
Sphere of Influence
The area of sheet metal over which a rivet will achieve a water-tight joint (typically 5D).
Spacing
Spacing is the distance between fastener rows, taken from the hole centres.
Use 4D as a rule of thumb.
Edge Margin
Use 2 to 2.5 D as a rule of thumb.
Edge Distance
The bolt and pin hole edge distance values are from the centre of one fastener
hole to the nearest edge of the component.
The edge distance values applicable to the protruding head fasteners for the
wing structure are quoted in terms of the fastener nominal shank diameter D.
For example, factor 2.0 x D = edge distance .
The edge distance values applicable to protruding and countersunk head fasteners are given in the repair instructions provided by the SRM.
Pitch
The bolt and pin hole pitch values are from the centre of one fastener hole to
the centre of the next fastener hole in a row and are quoted in terms of the
fastener nominal shank diameter D. For example, factor 4.0 x D = pitch.
RD
SP
EM
1.1D to 1.5D
0.5D
Allowance
0.6D to 0.75D
1.3D to 1.5D
ST
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When a sheet metal repair is to be done, there are certain minimums that must
be attained for rivet spacing, edge margin and fastener diameter.
The fastener spacing and margin data applicable to metallic and composite
structures are given in the Structural Repair Manual (SRM) Chapter 51.
Layout
RIVETED JOINTS
M7 MAINTENANCE PRACTICES
RIVETING
Page: 433
1.6D to 1.7D
EM -- Edge Material
RD -- Rivet Diameter
SP -- Spacing
ST -- Skin Thickness
P -- Pitch
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M7 MAINTENANCE PRACTICES
RIVETING
Figure 216
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Figure 217
M7 MAINTENANCE PRACTICES
RIVETING
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Figure 218
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RIVETING
Page: 436
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Figure 219
M7 MAINTENANCE PRACTICES
RIVETING
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Figure 220
M7 MAINTENANCE PRACTICES
RIVETING
NACA Method
BACD 2027 Type II Countersink
Driven Head
Driven Head
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Because the aircraft engineer will encounter both metric and Imperial units of
measurement (particularly when carrying out structural repair work), a
pocket-sized manual (such as the Zeus book) is an invaluable aid for quick
conversion work.
UNITS OF MEASUREMENT
M7 MAINTENANCE PRACTICES
RIVETING
Page: 439
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M7 MAINTENANCE PRACTICES
RIVETING
Figure 221
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Wing Structure
Maximum rivet spacing of the wing structure is deemed to be 3.75D (solid rivet)
or 4.5D (or 10t, whichever is smaller) for a Hi-Lok rivet.
Pressurised Fuselage
To prevent skin plates buckling, the maximum permissable rivet spacing of a
pressurised fuselage should be 6D or 18t (whichever is the smaller).
INTER-RIVET BUCKLING
M7 MAINTENANCE PRACTICES
RIVETING
Page: 441
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 222
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Introduction
If skin is too thin to cut-countersink, it is shaped (dented) to accept the head of
a countersunk fastener by dimpling.
There are three methods of dimpling.
S Coin Dimpling. A male die fits through the rivet hole and the coining ram in
the female exerts a controlled pressure on the underside of the hole whilst
the male is forced into the upper side.
The pressure on the dies forges the edges of the hole to exactly fit the
shape of the dies.
Coin dimpling gives the hole sharply-defined edges that closely resemble
machine dimpling. The top and bottom of the dimple are formed to a 100o
angle, enabling dimpled skins to be stacked (or nested).
S Radius Dimpling. The pilot on the male die passes through the hole in the
material and presses into the female die. The dimple formed does not have
parallel sides as the lower side has an angle greater than 100o, therefore
these dimples cannot be nested.
Radius dimpling equipment is smaller than that used for coin dimpling and
can be used in locations too tight for coin dimpling.
S Hot Dimpling. Magnesium and some of the harder aluminium alloys (such
as 7075) cannot be successfully cold-dimpled, as the material is so brittle
that cracks will form during the process.
To prevent this cracking, the material is heated during the process.
The equipment is similar to that used for coin or radius dimpling except that
the dies are heated.
The material is put in place and heat and pressure applied. The metal
softens under the heat and the pressure then increased to form the dimple.
The amount of heat and duration it is applied is carefully controlled to
prevent the temper condition of the metal being destroyed.
DIMPLING
M7 MAINTENANCE PRACTICES
RIVETING
Page: 443
IR PART 66
100o
100o
100o
100o
Female Die
Sharp Break
Coin Dimple
May 2004
Coin Dimpling
Male Die
M7 MAINTENANCE PRACTICES
RIVETING
Figure 223
Dimpling
Radius Dimpling
Setting Block
Pilot Tip
Punch
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IR PART 66
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Gun Riveting
The rivet gun, used with a back-up dolly (bucking bar), forms the upset head.
This is known as reaction riveting.
A correctly-shaped rivet set (rivet snap) is held in the gun and located on the
manufactured head end of the rivet. At the same time the dolly is held against
the end of the rivet to be upset.
When the gun operates, the dolly reaction to the pneumatic hammering of the
gun forms the upset head.
Riveting Methods
For the installation of rivets, the following methods can be employed:
S pneumatic rivet gun
S hand hammering
S continuous squeeze-riveting.
M7 MAINTENANCE PRACTICES
RIVETING
Page: 445
IR PART 66
May 2004
Adjusting of Force
WOODPLATE
SafetySpring
Rivetset
M7 MAINTENANCE PRACTICES
RIVETING
Trigger
Figure 224
Rivet Guns
IR PART 66
Page: 446
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NOTE:
Hand Riveting
Hand hammering (also known as percussion riveting) is the basic method
used to make the upset head of a rivet. For this method follow these steps:
1. Support the manufactured head with a correctly-shaped rivet set
2. Hold a dolly against the end of the rivet and hit it until the upset head has
achieved the correct shape.
M7 MAINTENANCE PRACTICES
RIVETING
Page: 447
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 225
Rivet Sets
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Squeeze Riveting
The continuous squeeze method is the preferred method for riveting, but if this
method is not available then pneumatic hammering is the next recommended
method.
The hand hammering method is used primarily for small repairs that include
very few rivets. It can also be used if other methods are not available.
A squeeze riveting tool makes the upset head of a rivet in a single continuous
action. Tools to perform this are either hydraulically or pneumatically operated.
Static and portable types of tools are available.
M7 MAINTENANCE PRACTICES
RIVETING
Page: 449
IR PART 66
Guard
Trigger
May 2004
CP214 C Rivet
Squeeze
CP351
C-Type
Squeeze
CP351
Alligator-Type
Squeeze
Trigger
M7 MAINTENANCE PRACTICES
RIVETING
Die
Air
Supply
Guard
Air
Supply
Guard
Rivet Squeezers
C. Installed Rivet
Figure 226
MS
A. C Yoke Squeeze
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T - material thickness
MS - maximum stroke
B. Alligator Squeeze
Page: 450
IR PART 66
3/32
7/64
1/8
9/64
5/32
11/64
3/16
13/64
7/32
15/64
1/4
17/64
2.4
2.8
3.2
3.6
4.0
4.4
4.8
5.2
5.6
6.0
6.4
6.8
in
mm
Rivet Diameter
2.57
2.97
3.35
3.76
4.17
4.57
4.95
5.36
5.77
6.17
6.55
6.96
in
in
0.097
0.113
0.128
0.144
0.160
0.176
0.191
0.207
0.223
0.239
0.254
0.269
Minimum
2.46
2.85
3.25
3.66
4.06
4.47
4.85
5.26
5.66
6.07
6.45
6.83
mm
Hole Diameter
0.101
0.117
0.132
0.148
0.164
0.180
0.195
0.211
0.227
0.243
0.258
0.274
Maximum
mm
May 2004
IR PART 66
Replaceable Pilot-Pin
Countersink Bit
Stop
Typical Microstop
Countersinking Tool
Adjuster
Page: 451
Flush Rivets
The use of a countersunk fastener requires a countersunk recess in the
surface of the material. The countersunk recess receives the head of the
fastener and therefore gives a smooth surface.
The tools, used to produce the countersunk recess, are of various types:
S a countersink bit with an integral pilot pin, a cutting edge to produce the
required internal corner radius and an adapter for use with a drilling
machine,
S a countersink bit with a replaceable pilot pin and an adapter for use with a
drilling machine,
S an adjustable countersink tool with an integral pilot pin and a cutting edge to
produce the required internal corner radius,
S an adjustable countersink tool with a replaceable pilot pin.
NOTE: The diameter of the pilot pin must fit the diameter of the fastener hole.
The diameter of the countersink bit must be larger than the maximum diameter
of the required countersunk recess.
Before countersinking, observe the minimum part thickness (see table
opposite).
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Introduction
The dimensions of a fastener hole have an important relation to the strength of
the fastened joint.
CLearance fit, transition fit or interference fit fasteners are used depending on
the loading.
Deburr the hole using a suitable deburring tool.
NOTE: A twist--drill is not permitted for this step.
HOLE PREPARATION
M7 MAINTENANCE PRACTICES
RIVETING
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 227
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IR PART 66
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M7 MAINTENANCE PRACTICES
RIVETING
Page: 453
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 228
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IR PART 66
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NOTE: Install the rivets before the pot-life of the sealant or jointing compound
ends.
6. Make sure that the contact surfaces of the parts are fully together and that
there are no gaps between them. Gaps will prevent the correct forming of
the rivet and reduce the joint strength.
7. Align the holes as necessary and attach the parts together temporarily.
Take care not to cause damage to the local area with tools.
8. Put the rivet fully in the hole. For this operation make sure that the parts
are correctly supported where necessary.
9. Form the upset head. To do this, use one of the methods given in the general section. Hold the tools perpendicular to the surfaces and do not compress the rivet too much. If the upset head is over-compressed, it is possible for the material to crack.
Select the required rivet. If, for any reason, the dimensions of the required rivet
are not known, proceed as follows:
1. Accurately measure the diameter of the hole. If the diameter of the hole is
within the tolerances for a standard rivet (Refer to SRM 51--40--40), select
a rivet of this diameter. If the diameter of the hole is not within the tolerances, increase the diameter of the hole to suit an oversize rivet if applicable, or the next standard size.
2. To find the required rivet length, accurately measure the total thickness of
the materials to be joined. Refer to rivet length data tables to find the correct length that is relevant to the rivet diameter found above.
INSTALLATION PROCEDURE
M7 MAINTENANCE PRACTICES
RIVETING
Page: 455
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 229
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IR PART 66
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Aerodynamic Smoothness
Aircraft designers insist that certain areas of the aircraft surface must be
aerodynamically smooth. It may also be necessary to fit a panel or other
component over countersunk fasteners, in which case it is important that there
is no protrusion of the fasteners that can result in damage to the component
being fitted.
To achieve a flush finish to a countersunk rivet, a microshaver is used. The
tool is micro--adjustable and should be set up on a piece of spare metal. The
cutters height is set so that, upon lowering to the metal surface, no material is
removed. Check the setting by increasing the cutters height one step at a time
until material is removed, then backing off again.
The aircraft SRM must be consulted before shaving rivets.
General
Inspect rivets after they have been installed. This is necessary to make sure
that the joint is tight, and that the rivets are fully seated and correctly formed.
Make sure that the adjacent area has no damage or distortion.
The acceptance limits given in the following tables are applicable to those
rivets that become part of the structural strength after installation. For example,
rivets that fasten skin or formed and extruded sections.
A large number of cracks found in a high percentage of installed rivets indicates that the rivets have not been correctly heat-treated. It can also mean that
the installation time allowed for heat--treated rivets has been exceeded. It is
necessary to scrap and replace all of these rivets (including those which are
not used) from the batch concerned, or have them heat--treated again.
Deformation or buckling of the plating is only permitted within the limits given in
SRM Chapter 51--10--30. This type of damage is a result of:
S too much tool pressure
S rivets expanded between the sheets
S trapped foreign material.
Make sure that the head of a countersunk rivet is level with or slightly above
the surface of the material. Refer to SRM Chapter 51 for the rivet head protrusion limits.
M7 MAINTENANCE PRACTICES
RIVETING
Microshaver
Page: 457
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 230
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IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 231
MALFORMATION
PERMITTED IF IN UPSET
HEAD HEIGHT LIMITS
NOT PERMITTED
(RIVET SHANK VISIBLE)
PERMITTED IF IN UPSET
HEAD HEIGHT LIMITS
PERMITTED
ECCENTRICITY
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IR PART 66
May 2004
MAX 5% OF TOTAL
PLATE THICKNESS
M7 MAINTENANCE PRACTICES
RIVETING
Figure 232
MAX 30% OF
CIRCUMFERENCE
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IR PART 66
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NOTE: Cracks in the heads of titanium and monel rivets are not permitted.
Lack of head/material abutment (seating) is permitted within the limits given in
the SRM.
Acceptable Limits
Ovality of the upset head is permitted if the dimensions are within the upset
diameter limits. These limits, together with the applicable rivet material, are
given in the following tables.
Eccentricity of the upset head is permitted if the rivet shank cannot be seen.
Malformation of the upset head is permitted if the shape is within the dimension
limits given in upset rivet dimension tables.
Tool impact damage around the two heads is permitted within the limits given in
sketch.
Cracks in the upset head of aluminium alloy 2017 and 2024 rivets are permitted
within the limits given in the table/sketch. Cracks in the upset head of other aluminium alloy rivets are not permitted. Cracks in the structure material under
either head are not permitted.
M7 MAINTENANCE PRACTICES
RIVETING
Page: 461
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 233
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IR PART 66
May 2004
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Figure 234
M7 MAINTENANCE PRACTICES
RIVETING
Page: 463
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
Figure 235
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IR PART 66
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M7 MAINTENANCE PRACTICES
RIVETING
Figure 236
Satisfactory - no
displaced metal or gaps.
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IR PART 66
Exposed area of
countersink is not permitted.
May 2004
Shim
No measurable
gap is allowed.
W = 0.5 in
nominal.
Length is optional.
M7 MAINTENANCE PRACTICES
RIVETING
Shim
Shim
Shim
IR PART 66
Page: 466
Shim
Shim stops
suddenly when it
touches the shank
and is not wedged.
Shim is wedged.
A light force is
necessary to
remove the shim.
Shim
the shank or
in this direction.
Figure 237
Shim touches
moves freely
No measurable
gap is allowed.
0.002 in
nominal.
R = 0.25 in
nominal.
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Method
1. If the head type is protruding and its centre cannot be accurately established (covered in sealant or paint), file it slightly to produce a flat.
2. Centre-punch the head as a guide for the drill-bit.
NB Alternatively, to prevent undue stress by centre-punching, position the
drill-bit and turn the chuck by hand to create a start for the drill-bit.
3. Carefully drill (using a bit of the same size as the rivet shank diameter) just
to the bottom of the rivet head. To prevent damage to the structure, do
NOT be tempted to chisel off the head. Provided you have drilled centrally,
the head will part easily during the last part of this operation.
4. Support the structure on the reverse side. Using a parallel pin-punch of the
rivet shank diameter, drift out the rivet tail.
Safety
S As with all operations involving drills, wear eye protection.
S Check whether there is anything behind the rivet (wire loom, pipes etc).
S Warn anyone in the vicinity you are about to drill.
S Rivet removal generates a lot of debris. Prevent, as far as possible, this
entering cavities.
S Be scrupulous in cleaning your work area.
Caution
Fastener holes are one of the main sources of structural fatigue and failure. It
is vital that they are not damaged during the rivet removal process.
You cannot automatically increase a rivet size if holes are enlarged. In certain
areas, the SRM cannot authorise this and the aircrafts design department
must be approached for a concession, incurring delays and expense.
Fasteners will not form correctly in enlarged holes, thus reducing their
effectiveness.
Therefore, great care should be taken during this operation.
M7 MAINTENANCE PRACTICES
RIVETING
Page: 467
IR PART 66
May 2004
Step 4
Drift
Punch
Figure 238
Step 3
Drift
Punch
Support the
Back-Up
Support
Drill through the head of the rivet so that the drill does not
damage the skin or cut the sides of the rivet hole.
Page: 468
IR PART 66
Drill
Step 5
Back-Up
Support
Centre-punch the centre of the manufactured head.
For both flush and non-flush rivets use a block of
wood or a bucking bar as a back-up support.
Step 2
Centre
Punch
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Manufactured
head
Step 1
File
M7 MAINTENANCE PRACTICES
RIVETING
May 2004
M7 MAINTENANCE PRACTICES
RIVETING
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IR PART 66
Aug 2004
Installation
Tube assemblies are laid in a manner so that they can yield along their length if
there is movement and vibration, so that there is no significant additional stress
on the fittings. This is achieved by providing suitable bends in the tubing.
For the same reason the vibration of the line itself must also be reduced to a
minimum. This is achieved by clamping at short regular intervals.
The proximity of lines to each other must also be observed to prevent them
damaging each other through contact.
M7.9 (Cat A)
IR PART 66
CAUTION:
Page: 470
The smallest permitted bend radius for the tube assembly is dependent on the
tube material, the wall thickness and the outer diameter.
At the same time, the lines must be able to connect to the connections exactly
matching the axis and be free of tension so that they maintain the necessary
seal over longer operating periods.
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General
A tube assembly consists of the tube and both tube fittings. Tube assemblies
are differentiated according to their use as low, medium and high pressure tube
assemblies.
Extruded tube material of various non-corrosive steels, aluminium and titanium
alloys is available.
Their dimensions are determined by the nominal diameter, the external diameter and the wall thickness.
The higher the quality of material that is selected for a line, the easier it is to
achieve the same operational pressure with reduction of the wall thickness and
thus less flow resistance due to the larger inner diameter.
Steel lines are increasingly being used as pressure lines, even if this could be
accomplished with aluminium lines. The reason for this is the greater operating
safety and the longer life expectancy.
S At pressures of over 1500 PSI (105 bar) we speak of high pressure lines,
S under 1500 PSI (105 bar) medium pressure lines
S suction and return lines we speak of low pressure lines.
Medium and low pressure lines are preferably made of aluminium alloys for
weight-saving.
Lines in the engine area, where there is danger of fire, and in the landing gear
area, where there is danger of being hit by stones, must principally be made of
steel. Titanium lines are still the exception; they can be used due to reasons of
weight or as flexible metal pipes instead of hoses.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 239
Bulkhead
Bulkhead Fitting
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M7.9 (Cat A)
IR PART 66
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CAUTION:
Bonded Clamps
A bonded clamp is used to secure metal fuel, oil or hydraulic lines. It has an
electrical lead connected to the aircraft structure to ground the line.
Support Clamps
Support clamps are used to secure fluid lines to the aircraft structure or to
assemblies in the engine nacelle.
In addition to providing support, these clamps prevent chafing and reduce
stress.
The two clamps most commonly-encountered are the rubber cushioned
clamp and the plain clamp.
The rubber cushioned clamp secures lines which are subject to vibration. It
reduces the transmission of vibrations to the line and prevents chafing.
In areas subject to contamination by fuel or hydraulic fluid, cushioned clamps
utilizing Teflon are used, which are highly-resistant to deterioration.
Introduction
For appearance sake and ease of attachment, all fluid lines should follow
structural members of the aircraft and be secured with appropriate clamps; ie
all fuel lines must be bonded to the structure with integrally bonded line support
clamps.
It is important that no fluid line be allowed to chafe against any control cable or
aircraft structure, electrical wiring bundles or conduit-carrying electrical wires.
Furthermore, you should avoid routing fluid lines through passenger
compartments. If, however, this is unavoidable, it must be supported and
protected against damage and installed in such a way that it cannot be used as
a hand-hold.
CLAMPS
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 472
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 240
Clamp Types
Cushioned Clamp
Plain Clamp
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M7.9 (Cat A)
IR PART 66
Aug 2004
CAUTION:
Leak Inspection
If a leak is apparent from a correctly-tightened joint, it should be dismantled
and mating surfaces thoroughly inspected for debris or damage.
Flare Angle
Aircraft flared fittings have a standard flare angle of 37o and are not
interchangeable with vehicle-type flares, which are 45o.
M7.9 (Cat A)
IR PART 66
Dimensions
See next page.
Page: 474
Single Flare
A single flare is formed with either an impact-type flaring tool or one having a
flaring cone with a rolling action.
S Impact-Type
This method involves the tubing being clamped in flaring blocks (the grip
die) whilst a plunger is driven into the end of the tube using light hammer
blows whilst rotating the plunger.
S Roll-Type
This is the preferred method, involving an entirely self-contained unit
producing a good flare.
The tube is clamped and the flaring cone is turned into the tube end,
expanding the flare until it reaches the edges of the die. No hammering is
required.
Types of Flare
There are two types of flare used in aircraft tubing systems:
S Single Flare
S Double Flare.
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Introduction
With a flare-type fitting a special tool is required to make the flare.
By tightening the union nut, a sleeve is pulled against a conical fitting, whereby
the tube is pressed between the fitting and the sleeve. The close fit between
the inside of the flared tube and the flare cone of the fitting provides the actual
seal, therefore surfaces must be scrupulously clean and free of cracks,
scratches and nicks etc.
The sleeve provides added strength and suports the tube to prevent vibration
concentrating on the flare.
This fitting is relatively complicated to manufacture, but has proved its worth for
use in engines because it is relatively vibration-resistant.
FLARE-TYPE FITTING
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Fitting
Aug 2004
Nut
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 241
Tube
Sleeve
Steel
Pilots
Grip
Die
Tubing
Yoke
Grip
Die
Flaring Tool
Plunger
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Tubing
Page: 475
SIDE VIEW
TOP VIEW
Grip Die
shown in vice
M7.9 (Cat A)
IR PART 66
Flare
Minimum
Flare
Flare
Maximum
Flare
Aug 2004
Sleeve
External
Diameter
Sleeve
External
Diameter
37o
3/4
5/8
1/2
3/8
5/16
1/4
3/16
1/8
Tube OD (in)
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Dimensions
Single flares must be manufactured to certain tolerances to ensure a strong,
leak-free joint.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
1.187
0.937
0.781
0.656
0.484
0.421
0.359
0.302
0.200
+0.000
-0.015
Page: 476
0.093
0.078
+0.000
-0.010
0.062
+0.000
-0.010
0.062
0.046
+0.000
-0.010
+0.000
-0.010
0.032
0.032
+0.000
-0.010
+0.000
-0.010
0.032
0.032
B Radius
+0.010 (in)
+0.000
-0.010
+0.000
-0.010
M7.9 (Cat A)
IR PART 66
AN939
Elbow
AN832
Union
AN833
Elbow
AN941
Elbow
AN824
Tee
Aug 2004
AN938
Tee
AN827
Cross
AN821
Elbow
Figure 242
AN916 Elbow
AN917 Tee
AN914 Elbow
AN912 Bushing
AC
AN
Feature
Angle
35o
37o
Recess
Coarser Threads Finer
Grey
Blue
or
or
Colour
yellow
black
Longer Body Length Shorter
AC
M7.9 (Cat A)
IR PART 66
Flared fitting part numbers are either AN or MS. Some older types (AC)
still exist. It is important to be aware of this and note that there are a
number of physical differences that mean they are NOT interchangeable.
AN
AN915 Elbow
AN913 Plug
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Body Length
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Body Length
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Procedure
S The tubing is inserted into the flaring die to a depth determined by the
stop-pin and then clamped.
S The upsetting tool is inserted and, with as few blows as possible, the initila
upset is formed.
S The upsetting tool is then substituted for the flaring tool and then hammered
to form the double flare.
Double Flare
Soft aluminium tubing with an outside diameter of 3/8 in or smaller can be
double-flared to provide a stronger connection.
A double flare is smoother and more concentric than a single flare and thus
provides a better seal. It is also more durable and resistant to the shearing
effect of torque.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 478
M7.9 (Cat A)
IR PART 66
Aug 2004
3. Complete flare
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 243
Double Flare
0.032
0.032
0.032
0.032
0.046
B Radius
+0.010
0.224
0.302
0.359
0.421
0.484
1/8
3/16
1/4
5/16
3/8
Tube
Size
37o
A Diameter
+0.010
-0.010
Tube Size
(Nominal
External
Diameter)
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M7.9 (Cat A)
IR PART 66
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Tools
Care must be taken to ensure that the correct tool is used for bending tubes.
The choice of tool depends on the diameter of the tube.
The swivel handle of the larger tube benders has an angled slot. The whole
swivel handle can slide outwards so that the tube can be laid in the guide
groove.
After this the swivel handle is pushed down again and the tube clamp is placed
around the tube. The left side of the swivel handle is now on the zero marking
of the scale.
It is recommended to lightly lubricate the tube at the bend point before bending.
To bend the tube, secure the tube bender with the form wheel handle in a vice.
The tube is bent by pulling both levers together. With steel tubes, you usually
arc the bend a little further than the marking on the scale, as the tube springs
back a little after bending.
This is hardly ever the case with light metal tubes.
After bending, the swivel handle is pushed up over the slot again, the tube
clamp moved back and the tube removed.
BENDING TUBES
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 480
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 244
Tube Bender
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M7.9 (Cat A)
IR PART 66
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Tools (cont.)
Tube benders for small tube diameters have no slot in the swivel handle; instead, it is on the reverse side of the lug.
When you open the swivel handle with the lug, the tube can easily be inserted
here too.
With both of these tube benders you are not limited to making 180 bends, you
can also make any open bend to your required angle.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 482
M7.9 (Cat A)
IR PART 66
Aug 2004
Figure 245
Tube Clamp
Tube Bender
Swivel Handle
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Tube 3/8
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Form Wheel
Guide
Page: 483
M7.9 (Cat A)
IR PART 66
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With an open tube bend, you must ensure that the dimension (X) from the
middle of the tube to the middle of the tube at the desired point is marked
exactly.
First, you bend the right bend to 90, during which the tube must be held so
that the right marking on the tube covers the marking (L) on the form wheel
(see Figure 207).
Then the tube is pushed further right in the tube bender until the left marking on
the tube covers the marking (R) on the form wheel. Now the second 90 bend
can be made.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 484
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 246
Bending
Tube 3/8
Tube Clamp
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Swivel Handle
Form Wheel
Guide
Page: 485
M7.9 (Cat A)
IR PART 66
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It is often very advantageous to fabricate the tube bend at the installation site
to ensure that it fits exactly.
Tube bends must be made in such a way that the tubes can be installed totally
tension free with no tension in the clamps and fittings.
Some tube assemblies must be bent with very exact measurements due to the
aircraft structure. This is especially so at an S--bend that must run parallel, i.e.
it is very important at an offset.
First, the required measurement (Y) from tube centre to tube centre must be
determined. You can bend any offset angle.
The tube is bent as widely as possible when a small offset is required. In the
example below, a 15, 30 or 45 angle is shown on the left. Sharper angles of
60, 75 or 90 can easily be used with a larger (Y) measurement.
The manufacturer recommends that a 45 angle is bent where possible.
A table, which you can use to determine the correct dimension of an offset,
comes with the tube bender.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 486
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 247
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M7.9 (Cat A)
IR PART 66
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To carry out an offset, you can draw and bend at a certain point according to
the table, using the measurements (X) and (Y).
As an example, assume a required dimension of 2 inches at Y (from tube
centre to tube centre).
If we want to bend an offset of 45 we see from the table, under the offset
angle 45, that the measurement (Y) of 2 inches is next to the measurement
(X) of 3 17/32 inches.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 488
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 248
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M7.9 (Cat A)
IR PART 66
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On the straight tube, the measurement (X) is therefore drawn at 3 17/32 inches
at the place where the offset shall be.
To bend a 45 offset, we must bring the first marking on the tube to the 45 line
marking on the tube bender (shoe). Then, we bend an angle of 45.
Now the tube is repositioned and we bring the second marking on the tube to
the 45 line marking on the tube bender (shoe).
Double-check you are set for the correct bend direction. Then an angle of 45
is bent again.
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 490
M7.9 (Cat A)
IR PART 66
Aug 2004
Latch
Figure 249
Form Handle
Tube 3/8
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Bending Form
Shoe
Shoe Handle
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M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 250
Material/Diameter/Thickness Table
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M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
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M7.9 (Cat A)
IR PART 66
Aug 2004
Lay Lines
Lay lines run along the length of a hose. They are yellow, red or white stripes,
incorporating MIL-SPEC numbers and various other manufacturers
information.
Besides identifying the hose, it serves to indicate whether the assembly is
twisted when installed.
Applications
There are essentially three types of hose ratings:
S Low pressure ................. up to 600 pounds per square inch (psi)
S Medium pressure .......... up to 3000 psi
S high pressure ................. 3000 psi +
Why hoses?
Flexible hoses are used extensively on aircraft to connect stationary to
moving parts and in areas of high vibration.
M7.9 (Cat A)
IR PART 66
Page: 494
Inspection
At designated intervals, hoses should be inspected for deterioration. Particular
attention should be paid to indications of leakage and mechanical damage
(braid separation from the covering or broken wire braids).
Damage limits will be found in the SRM.
Construction
Hoses are built up from layers.
S The inner layer carries the fluid and therefore must be compatible
(chemically) with the fluid being transported and have the minimum amount
of porosity.
The four main compounds used to construct inner liners are
Neoprene (for petroleum-based fluids)
Buna-N (better suited for petroleum-based fluids)
Butyl (phosphate ester-base hydraulic fluid (Skydrol))
Teflon (compatible with almost every fluid carried).
S Reinforcement layers cover the inner liner and determine the hoses
strength.
Common materials used for reinforcement layers are
cotton
rayon
polyester fabric
carbon-steel wire
stainless steel wire braid.
Diligent design of reinforcement layers can minimise the dimensional
changes of hoses under pressure.
S The protective outer cover is usually made of rubber-impregnated fabric or
stainless steel braid. It is put over the reinforcement to protect from physical
damage or heat.
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General
Hoses (including fittings) are produced mainly by a manufacturer. It is unusual
to fabricate hose assemblies.
Fitted hoses must meet the following requirements:
S there must be a certain amount of slack between both fittings because
hoses reduce their length by between 2% and 4% and expand in diameter
when under pressure. Tensile stress on the fittings is unsafe and therefore
not permitted.
S they must not twist when the end-fittings are tightened. Twisted hoses have
a shortened life and can be damaged or buckle when there is movement.
End-fittings can loosen off.
HOSES
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Aug 2004
High pressure
Medium pressure
Low pressure
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 251
Flexible Hoses
Assembly length
Hose length
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M7.9 (Cat A)
IR PART 66
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CAUTION:
Method
Determine the length of hose required (usually using old assembly as
pattern).
Protect the outer covering by wrapping with tape, then cut the hose to length
with a fine-tooth saw, ensuring both ends are square-cut.
1. With the socket held firmly in a vice (using suitable protection for its surface) and the tape removed, screw the hose into it. Having bottomed the
hose in the socket, back it off approximately half a turn.
2. With the socket still held firmly in the vice, force the lubricated end of the
assembly tool into the hose sufficiently far for the nipple to be inserted.
3. Using the assembly tool, the nipple is then screwed into the socket,
squeezing the hose tightly between socket and nipple.
4. Finally, back off the nipple to leave a gap, permitting the nut to turn freely.
Reusable Fittings
It is possible to re-manufacture certain hose assemblies by re-using the
end-fittings (the socket, nut and nipple).
Prior to this, however, it is important to thoroughly inspect the salvaged fittings
for wear or other damage.
If any doubt exists as to the items serviceability, it is to be discarded.
HOSES (CONTD)
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 496
M7.9 (Cat A)
IR PART 66
Aug 2004
Breakdown of
Reusable Hose Fitting
Nipple
Nut
Socket
Hose
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Hose
Shoulder
of Socket
Hose
Figure 252
Vice
Jaws
Assembly
Tool
Shoulder
of Socket
Socket
Vice
Jaws
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Nut
Adaptor
Swivel Type
Page: 497
Assembly
Tool
Nipple
Use wrench
on hex
M7.9 (Cat A)
IR PART 66
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Hose Installation
There are a number of checks to carry out prior to installing a flexible hose.
Inspect the hose for:
S applicability
S length
S cleanliness
S damage.
Check the hose identification tag for:
S part number
S cure date (within limits)
S assembly date (within limits)
When fitting a hose assembly, it is important:
S not to twist it, thereby placing it under undue strain. Check the lay line
printed along the hose length
S that it is subjected to the minimum of flexing during operation
S that it is supported at least every 24 inches
S that it is not stretched tightly between its fittings 5--8% slack must be
present to allow for contraction in length of pipe when pressurised.
S that the minimum bend radius is observed.
HOSES (CONTD)
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 498
M7.9 (Cat A)
IR PART 66
Aug 2004
Flexure
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 253
Prevent twisting
Installation Example 1
Flexure
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Clamp
Page: 499
M7.9 (Cat A)
IR PART 66
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CAUTION:
Protective Sleeves
There are areas on an aircraft that produce wear (from abrasion) or extreme
heat.
Flexible hoses must be protected from these dangers with suitable sleeving.
Sleeving is available in a variety of materials, including
S heat shrink
S nylon spiral wrap
S Teflon.
HOSES (CONTD)
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Page: 500
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
Figure 254
Chafe marks
Installation Example 2
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Chafe marks
Page: 501
M7.9 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
PIPES AND HOSES
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M7.9 (Cat A)
IR PART 66
Aug 2004
M7.10 SPRINGS
M7 MAINTENANCE PRACTICES
SPRINGS
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M7.10 (Cat A)
IR PART 66
Aug 2004
Maintenance
In most cases springs are checked for serviceability and any unserviceability is
usually rectified by replacement. Checks include:
S An inspection for corrosion, damage, we, broken coils and distortion.
S Checking for correct free length of coil springs. Compression springs can be
checked using a vernier calliper and tension springs are normally in their
fully closed state unloaded.
S Check for springiness. This may require a special process using masses
and checking the extension/change in length with each added mass. A
graph is plotted of mass against change in length from which the elasticity
of the spring is ascertained. The spring should return to its free length
condition when unloaded. Remember, a spring should obey Hookes law
(Robert Hooke English physicist 1635 -- 1703) in that extension (or
compression) is proportional to the force applied.
S If a spring is corroded, it should be discarded even if it appears to function
correctly, this is because the spring will have become weak and may fail
under load.
IR PART 66
M7.10 (Cat A)
Page: 504
1. Ensure that the tension springs (1) are correctly attached to the sidestay
and the lockstay.
2. Examine the tension springs (1) for:
A. impact damage
B. distortion
C. scores
D. corrosion.
3. Examine the end fittings of the tension springs (1) for:
A. damage
B. cracks
C. corrosion.
4. Move the tension springs (1) around their longitudinal axis. This will ensure
that the tension springs (1) are free to move in their end bearings.
5. Ensure that the spring eye--ends at the side--stay end are correctly
attached to the inner retainer spring.
6. Ensure that the cotter pins (2) and (3) are serviceable and correctly installed.
7. Look at the points D. Ensure that the tension springs (1) do not touch the
edges of the side stay.
EXAMPLE
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Definition
Springs are any of several elastic devices used variously to store and to furnish
energy, to absorb shock, to sustain the pressure between contacting surfaces,
and to resist tensional or compressional stress.
Springs are made of an elastic material, eg specially formulated steel alloys or
certain types of rubber or plastic. A torsion spring that stores energy, eg for
operating a watch, is a metal strip wound spirally around a fixed centre.
For reducing concussion in some heavy trucks and railroad cars, helical (or
coil) springs are used. Coil springs are commonly used for the same purpose in
motor cars, as are leaf springs that consist of flat bars clamped together. These
have been replaced in some vehicles by torsion bars that absorb stresses by
twisting.
The helical--coil compression spring provides the force to keep the operating
surfaces together in the friction clutch.
The extension spring is employed for a spring balance; the distance through
which it is extended depends on the weight suspended from it.
The disk spring, which consists of a laminated series of convex discs, is widely
employed for heavy loads.
M7 MAINTENANCE PRACTICES
SPRINGS
Aug 2004
M7 MAINTENANCE PRACTICES
SPRINGS
Figure 255
Side Stay
Side Stay
Lock Stay
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M7.10 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
SPRINGS
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M7.10 (Cat A)
IR PART 66
Aug 2004
M 7.11 BEARINGS
M7 MAINTENANCE PRACTICES
BEARINGS
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Page: 507
M7.11 (Cat A)
IR PART 66
Aug 2004
ANTI-FRICTION BEARINGS
SLIDING BEARINGS
Page: 508
M7.11 (Cat A)
IR PART 66
LUBRICATION
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BEARINGS (GENERAL)
M7 MAINTENANCE PRACTICES
BEARINGS
Aug 2004
Ball
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Figure 256
Tapered Rollers
Needle Rollers
M7 MAINTENANCE PRACTICES
BEARINGS
Spherical Rollers
Cylindrical Rollers
Page: 509
M7.11 (Cat A)
IR PART 66
Aug 2004
False Brinelling
False brinelling (elliptical wear marks in an axial direction at each ball position
with a bright finish and sharp demarcation, often surrounded by a ring of brown
debris) indicates excessive external vibration.
A small relative motion between balls and raceways occurs in non-rotating ball
bearings that are subject to external vibration.
When the bearing isnt turning, an oil film cannot be formed to prevent raceway
wear. Wear debris oxidizes and accelerates the wear process.
Correct by isolating bearings from external vibration and using greases
containing antiwear additives (such as molybdenum disulphide) when bearings
only oscillate or reverse rapidly, as in actuator motors.
Overheating
Symptoms are discolouration of the rings, balls and cages from gold to blue.
Temperatures in excess of 400oF can anneal the ring and ball materials. The
resulting loss in hardness reduces the bearing capacity causing early failure.
In extreme cases, balls and rings will deform. The temperature rise can also
degrade or destroy lubricant.
Common culprits are heavy electrical heat loads, inadequate heat paths and
insufficient cooling or lubrication when loads and speeds are excessive.
Thermal or overload controls, adequate heat paths and supplemental cooling
are effective cures.
M7.11 (Cat A)
IR PART 66
Page: 510
Reverse Loading
Angular contact bearings are designed to accept an axial load in one direction
only. When loaded in the opposite direction, the elliptical contact area on the
outer ring is truncated by the lower shoulder on that side of the outer ring. The
result is excessive stress and an increase in temperature, followed by
increased vibration and early failure.
Failure mode is very similar to that of heavy interference (tight) fits. The balls
will show a grooved wear band caused by the ball riding over the outer edge of
the raceway.
Corrective action is to simply install the bearing correctly. Angular contact
bearings must be installed with the resultant thrust on the wide face (which is
marked thrust) of the outer ring and the opposite face of the inner ring.
True Brinelling
Brinelling occurs when loads exceed the elastic limit of the ring material. Brinell
marks show as indentations in the raceways which increase bearing vibration
(noise).
Severe brinell marks can cause premature fatigue failure.
Any static overload or severe impact can cause brinelling.
Examples include:
S Using hammers to remove or install bearings
S dropping or striking assembled equipment, and
S pressing a bearing onto a shaft by applying force only to the ring being
press-fitted, ie do not push the outer ring to force the inner ring onto a shaft.
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Excessive Loads
Excessive loads usually cause premature fatigue.
Tight fits, brinelling and improper preloading can also bring about early fatigue
failure.
This type of failure looks the same as normal fatigue, although heavy ball wear
paths, evidence of overheating and a more widespread spalling (fatigue area)
are usually evident with a shortened life.
The solution is to reduce the load or redesign using a bearing with greater
capacity.
M7 MAINTENANCE PRACTICES
BEARINGS
Ball
path
Spalled
area
Aug 2004
TRUE
BRINELLING
Brinell marks
ball spaced
Ball path
EXCESSIVE
LOADS
M7 MAINTENANCE PRACTICES
BEARINGS
Figure 257
Bearing Defects 1
NORMAL FATIGUE
FAILURE
Spalled
area
Ball path
OVERHEATING
Silver/gold
Blue/black
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Thrust
REVERSE
LOADING
FALSE
BRINELLING
False brinell
marks
Ball path
Thrust
Page: 511
M7.11 (Cat A)
IR PART 66
Aug 2004
Corrosion
Red/brown areas on balls, cages or bands of ball bearings are symptoms of
corrosion. This condition results from exposing bearings to corrosive fluids or a
corrosive atmosphere. The usual result is increased vibration followed by wear,
with subsequent increase in radial clearance or loss of preload. In extreme
cases, corrosion can initiate early fatigue failures.
Correct by diverting corrosive fluids away from bearing areas and use integrally
sealed bearings whenever possible. If the environment is particularly hostile,
the use of external seals in addition to integral seals should be considered.
Lubricant Failure
Discoloured (blue/brown) ball tracks and balls are symptoms of lubricant
failure. Excessive wear of balls, ring and cages will follow, resulting in
overheating and subsequent catastrophic failure.
Ball bearings depend on the continuous presence of a very thin - millionths of
an inch - film of lubricant between balls and races, and between the cage,
bearing rings and balls.
Failures are typically caused by restricted lubricant flow or excessive
temperatures that degrade the lubricants properties.
Any steps taken to correct improper fit, control preload better and cool the
shafts and housings will reduce bearing temperatures and improve lubricant
life. During inspection both contamination and insufficient lubricant should be
carefully checked, otherwise bearing failure may occur
Contamination
Contamination is one of the leading causes of bearing failure. Contamination
symptoms are denting of the bearing raceways and balls, resulting in high
vibration and wear.
Contaminants include airborne dust, dirt or any abrasive substance that finds
its way into the bearing. Principle sources are dirty tools, contaminated work
areas, dirty hands and foreign matter in lubricants or cleaning solutions.
Clean work areas, tools, fixtures and hands help reduce contamination failures.
Keep grinding operations away from bearing assembly areas and keep
bearings in their original packaging until you are ready to install them.
Seals are critical - damaged or inoperative seals cannot protect bearings from
contamination.
M7.11 (Cat A)
IR PART 66
Page: 512
Tight Fits
A heavy ball wear path in the bottom of the raceway around the entire
circumference of the inner ring and outer ring indicates a tight fit. Where
interference fits exceed the radial clearance at operating temperature, the balls
will become excessively loaded. This will result in a rapid temperature rise
accompanied by high torque. Continued operation can lead to rapid wear and
fatigue.
Corrective action includes a decrease in total interference - better matching of
bearings to shafts and housings - taking into consideration the differences in
Loose Fits
Loose fits can cause relative motion between mating parts. If the relative
motion between mating parts is slight but continuous, fretting occurs. Fretting is
the generation of fine metal particles which oxidize, leaving a distinctive brown
colour. This material is abrasive and will aggravate the looseness.
If the looseness is enough to allow considerable movement of the inner or
outer ring, the mounting surfaces (bores, outer diameters, faces) will wear and
heat, causing noise and runout problems.
Misalignment
Misalignment can be detected on the raceway of the non-rotating ring by a ball
wear path that is not parallel to the raceway edges. If misalignment exceeds
0.001in/in you can expect an abnormal temperature rise in the bearing and/or
housing and heavy wear in the cage ball-pockets.
The most prevalent causes of misalignment are:
S bent shafts
S burrs or dirt on shaft or housing shoulders
S shaft threads that are not square with shaft seats, and
S locking nuts with faces that are not square to the thread axis.
The maximum allowable misalignment varies greatly with different applications,
decreasing, for example, with speed. Appropriate corrective action includes:
S inspecting shafts and housings for runout of shoulders and bearing seats
S use of single point-turned or ground threads on non-hardened shafts and
ground threads only on hardened shafts, and
S using precision grade locknuts.
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BEARINGS
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M7 MAINTENANCE PRACTICES
BEARINGS
Page: 513
M7.11 (Cat A)
IR PART 66
Aug 2004
MISALIGNMENT
CONTAMINATION
M7 MAINTENANCE PRACTICES
BEARINGS
Figure 258
Bearing Defects 2
LOOSE FITS
LUBRICANT
FAILURE
Silver / gold
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TIGHT FITS
Page: 514
CORROSION
Ball path
M7.11 (Cat A)
IR PART 66
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INSTALLATION OF BEARINGS
REMOVAL OF BEARINGS
GENERAL INSTRUCTIONS
M7 MAINTENANCE PRACTICES
BEARINGS
Page: 515
M7.11 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
BEARINGS
Figure 259
Pressure Plate
Bushing
Single-Drum Tool
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Page: 516
M7.11 (Cat A)
IR PART 66
Aug 2004
Check bearings manually for smooth operation. Bearings that are considered
as satisfactory may be installed. Bearings that do not operate smoothly or
show signs of jamming must be disassembled and subjected to visual inspection and greasing according to the following instructions:
S The following treatment of bearings has to be performed in a well-ventilated,
dust-free room with a constant temperature (20o C). Optimum cleanliness
during the entire treatment is essential.
-- Remove clamping rings and cover plates carefully. Rinse the bearings
manually in a container filled with Inhibisol until all grease and other residue has been removed.
-- Rinse the cleaned bearings in a second container filled with the same
cleaning solution, and then rinse for a third time in another container with
the same cleaning solution.
-- Cleaning fluids which are used for cleaning and rinsing have to be renewed depending on the number of bearings to be treated, but a minimum of one change per day must be carried out.
-- In the case of filtering used cleaning fluids for reuse, filter systems that
will remove 98% of all foreign material larger than 10 microns must be
used.
-- Dry the completely clean bearings with a gentle stream of air. The bearing should not be allowed to rotate.
Check bearings manually for smooth operation; bearings that are considered
satisfactory may be installed. Bearings that dont operate smoothly or show
signs of jamming are not suitable for installation.
NOTE:
M7.11 (Cat A)
IR PART 66
Page: 517
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BEARINGS
Aug 2004
Figure 260
Bearing Lubrication
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BEARINGS
Page: 518
M7.11 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
BEARINGS
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M7.11 (Cat A)
IR PART 66
May 2004
M7.12 TRANSMISSIONS
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
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M7.12 (Cat A)
IR PART 66
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Specifications
Chains used for aircraft purposes are generally of the simple roller type to British Standard 228.
Chain assemblies are produced to standards prepared by the Society of British
Aircraft Constructors (SBAC). These standards provide a range of chains built
up in various combinations with standard fittings, eg end connectors with internal or external threads, bi-planer blocks for changing the articulation of a chain
through 90o and cable spools for connecting chains to cables having eyesplices.
Introduction
Chains provide strong, flexible and positive connections and are generally used
wherever it becomes necessary to change the direction of control runs in systems where considerable force is exerted.
The change of direction is achieved by the use of sprockets and bi-planar
blocks.
Chains may be found in
S control column installations
S aileron and elevator controls
S trim control systems.
Chains may be used solely in control runs or in conjunction with cable assemblies.
Incorrect assembly of chains should be rendered impossible by the use of nonreversible chains in conjunction with the appropriate types of wheels, guards
and connectors.
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 521
M7.12 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Figure 261
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M7.12 (Cat A)
IR PART 66
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0.375 in
0.50 in
0.50 in
3500 lb
1800 lb
1900 lb
800 lb
Minimum
Breaking Load
1166 lb
600 lb
634 lb
267 lb
Proof
Load
May 2004
8mm
WARNING:
BS
Number
Chain
Pitch
Chain Assemblies
A simple roller chain consists of outer and inner plates, rollers, bearing pins
and bushes.
The chain has three principle dimensions (known as gearing dimensions):
S pitch
S width between inner plates
S roller diameter.
The pitch of the chain is the distance between the centres of the rollers.
For aircraft purposes, four sizes of chain are standardised by the SBAC.
The proof-load for a chain should be 1/3rd of the minimum breaking load.
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 523
M7.12 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Figure 262
Chain Details
Bush
Outer Plate
Roller
Inner Plate
Outer Plate
Bearing Pin
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Roller Diameter
Width between
inner plates
Pitch
Page: 524
M7.12 (Cat A)
IR PART 66
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Installation of Sprockets
During installation, Sprockets should be checked to ensure that they are attached in the manner and method specified by the relevant drawings this
should include alignment and positive engagement on the drive shaft. The drive
shaft bearings should also be checked for play.
The correct positioning of sprockets is of particular importance when non-reversible chains are used.
During maintenance, sprockets should be checked for security and wear on the
teeth. Pulleys should be checked for damage and excessive wear on the walls
and on the chain guide section.
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 525
M7.12 (Cat A)
IR PART 66
May 2004
(b)
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Figure 263
(c)
Bi-Planer Block
End-Connector
End-Connector
End-Connectors
End-Connector
End-Connector
(a)
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Page: 526
M7.12 (Cat A)
IR PART 66
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NOTE:
Non-Reversible Chains
Non-reversible chains are similar to standard chains except that every second
outer plate is extended in one direction in order to break up the symmetry of
the chain.
The complete system of non-reversibility involves the use of five features:
S the non-reversible chain
S the shroud on the wheel
S correct positioning of the wheel on its shaft
S the chain guard
S non-reversible connectors.
By providing a shroud on one side of the wheel and making use of the chain
guard (see illustration opposite), the reversing of the chain end-to-end on its
wheel is not possible.
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 527
M7.12 (Cat A)
IR PART 66
May 2004
Guard
Connectors
non-interchangeable
Incorrect
Correct
Mounting on Wheel Y
Connectors
non-interchangeable
Guard
Stop Piece
Correct Assembly
Guard
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Figure 264
Incorrect Assembly
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 528
M7.12 (Cat A)
IR PART 66
May 2004
M7.12 (Cat A)
IR PART 66
1
2
4
6
8mm
0.375 in
0.50 in
0.50 in
28 lb
28 lb
16 lb
12 lb
Tensile
Load
Page: 529
BS
Number
Chain
Pitch
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Maintenance Inspection
Chain assemblies should be inspected for serviceability at the periods specified
in the relevant Maintenance Schedule.
Recommended methods for checking chains is as follows:
S The continued smoothness of operation between the chain and the chain
wheel or pulley should be checked. If the chain does not pass freely round
the wheel or pulley, it should be removed and checked (see Inspection of
Chain Assemblies).
S The chain should be checked for wear. If it is worn so that the links are
loose and can be lifted away from the wheel teeth, it should be removed
and checked for excessive elongation (see Inspection of Chain Assemblies).
S The chain should be checked for damage, cleanliness, adequacy of lubrication and freedom from corrosion. If the inspection reveals the chain to be
corroded or otherwise defective, it should be replaced.
S In instances where it becomes necessary to adjust the tension of the chain
in systems incorporating turnbuckles or screwed end connectors, care
should be taken to ensure that the chain itself is not twisted during adjustment. The connectors should be held firmly while the locknuts are being
slackened or tightened.
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
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M7.12 (Cat A)
IR PART 66
May 2004
Background
The Airbus A340 has a Trimmable Horizontal Stabilizer (THS), which has two
elevators for pitch trim control.The elevators are attached to the trailing edge of
the THS.The THS is attached to the rear fuselage and moves about an axis to
permit pitch trim.
The hydromechanical operation system of the THS (referred to as THS actuator) is controlled electrically (by the Flight Control Primary Computers (FCPC))
and mechanically.
The THS has a mechanical control system which has the function of a standby
system.The pilots can use two control wheels,which are installed in the cockpit
centre pedestal, to operate the THS mechanically.
Cables transmit the mechanical commands from the control wheels to the
mechanical input shaft of the THS actuator. An override mechanism ensures
that the mechanical pitch trim commands cancel the electronic pitch trim commands.
EXAMPLE
M7.12 (Cat A)
IR PART 66
Page: 531
WARNING:
Inspection
The following is a precis from the Aircraft Maintenance Manual detailing the
inspection of the system belts, chains and cables.
1. Ensure that the following components of the mechanical pitch--trim control
loop are in the correct condition:
A. pitch--trim control mechanism
B. chains and gears of the pitch--trim control mechanism and of the THS
actuator
C. pulleys
D. cable tension regulator
E. control cables
F. THS input shaft.
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M7 MAINTENANCE PRACTICES
TRANSMISSIONS
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Drive
belt
Control
mechanism
Figure 265
Fwd
THS
control
chain
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Page: 532
M7.12 (Cat A)
IR PART 66
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EXAMPLE
INSPECTION OF SCREWJACKS
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Page: 533
M7.12 (Cat A)
IR PART 66
May 2004
1. Yoke/bushing
(2 locations)
3. Bushing/pin
(2 locations)
2. Fitting/pin
(2 locations)
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Screwjack
gearbox
Ball nut
Screwjack
Figure 266
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Upper
gimbal
Page: 534
Lower
gimbal
M7.12 (Cat A)
IR PART 66
May 2004
Minimum backlash: occurs when all tolerances give the shortest centre distance and the thickest teeth at the highest point of pitch line runout.
Maximum backlash: occurs when all tolerances give the greatest centre distance and the thinnest teeth at the lowest point of pitch line runout.
Backlash Tolerance: the allowable amount of backlash.
Backlash Variation: the difference between the maximum and minimum backlash occurring in a whole revolution of the larger of a mating pair of gears.
Definitions
M7.12 (Cat A)
IR PART 66
Page: 535
Purpose of Backlash
The general purpose of backlash is to prevent gears from jamming and making
contact on both sides of their teeth simultaneously. A small amount of backlash
is also desirable to provide for lubricant space and differential expansion between the gear components and the housing.
On the other hand, excessive backlash is objectionable, particularly if the drive
is frequently reversing or if there is an overrunning load.
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Maintenance of gears
When inspectng gear mechanisms the following lists of defects may be found:
S Corrosion is unlikely to affect gears as they are continually woking in a well
lubricated environment. If corrosion is found the gear is unserviceable.
S Cracks will lead to the gear being replaced.
S Erosion is caused by cavitation and will effect gears over extended periods
of time. Erosion requires gear replacement.
S Chipped/missing teeth will require replacement
S Wear limits are laid down in the relevant AMM.
S Uneven wear as shown below
S Backlash is
-- the amount by which the width of a tooth space exceeds the thickness of
the engaging tooth on the pitch circles
-- the play between mating tooth surfaces at the tightest point of mesh in a
direction normal to the tooth surface when the gears are mounted in their
specified positions.
-- The amount of backlash in a pair of mating gears can be affected by:
-- changes in centre distance
-- variance in tooth thickness
-- temperature ranges causing differential expansion of the gears and
mountings.
GEARS
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
May 2004
Helical Gear
Hypoid Gear
Bevel Gear
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Figure 267
Types of Gear
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Worm Gear
Spur Gear
Page: 536
M7.12 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
Figure 268
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Page: 537
M7.12 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
TRANSMISSIONS
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M7.12 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
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M7.13 (Cat A)
IR PART 66
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M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 540
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 269
Build-Up of Cables
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M7.13 (Cat A)
IR PART 66
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Control cables must be handled and stored carefully in order to avoid kinking in
the cable. New cable should be supplied on wooden drums that are at least 40
times the diameter of the individual cable itself.
Cable should be unwound from a reel that has been mounted on a spindle.
After cutting lengths of cable off the drum they should be coiled into radii of not
less than 50 times the cable diameter and never in a diameter of less than
150mm (6in).
Cable should always be cut with cable cutters or heavy duty pliers but or
alternatively, they can be cut using an anvil, hammer and chisel. Cable should
never be cut using a flame (e.g. an oxyacetylene cutting torch).
After cutting, the cable ends on both the cut length and the drum should be tied
with strong cord to prevent their ends from splaying.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 542
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 270
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M7.13 (Cat A)
IR PART 66
May 2004
WARNING:
M7.13 (Cat A)
IR PART 66
Page: 544
Note: the number of permissible worn wires in a same one--inch (25.4 mm)
length of cable is decreased by one wire for every broken wire.
A maximum of two one--inch (25.4 mm) lengths of cable with wear (within the
limits specified above) is permissible on the total length of the cable (between
the two cable terminals) on the condition that the wear is not on two
consecutive one--inch (25.4 mm) lengths of cable.
If a wire is worn to more than 60 % of its diameter, you must call it a broken
wire.
3. Internal cable wear.
A. In some areas (for example around pulleys and quadrants) the cable
can wear internally more than it wears externally. To find such wear,
move the strands apart to examine the cable internally.
4. Corrosion.
Note: Corrosion of cables specially occurs in these areas:
S battery compartments
S toilets
S landing gear wells
S other areas where fumes, vapours and liquids that can cause corrosion can
collect.
A. If a cable has a broken wire in a length that does not touch airframe
components which can make it wear (pulleys, fairleads etc):
-- carefully examine the cable. Ensure that it has no corrosion.
-- If necessary, remove the cable. Bend the cable to make sure that the
internal strands do not have corrosion.
B. If you find surface corrosion:
-- loosen the cable,
-- make a full inspection of the inner strands.
C. Discard the cable if you find corrosion on the inner strands.
D. If you find light surface corrosion, remove it and protect the cable again.
Cables should also be inspected for kinks, bird caging, and stretching (beyond
limits)
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INSPECTION OF CABLES
M7 MAINTENANCE PRACTICES
CONTROL CABLES
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 271
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Page: 545
M7.13 (Cat A)
IR PART 66
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From 30 mm to less
than 3.149 in. (80 mm)
Max. Eccentricity
at Bottom of Groove
May 2004
Max. Eccentricity
at Top of Groove
INSPECTION OF PULLEYS
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 546
M7.13 (Cat A)
IR PART 66
May 2004
Figure 272
Badly-aligned cable
Jammed pulley
Badly-aligned pulleys
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CONTROL CABLES
Pulley flange
Pulley flanges
Page: 547
M7.13 (Cat A)
IR PART 66
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NOTE:
Description of Tools
Equipment for rolling on terminals consists of
S Several sets of rolling discs
S Several sets of Swaging Rolls for balls
S A caliper gauge for terminals
S A caliper gauge for balls
S Allen key for the screws of the rolling disc mountings.
Rolling discs for terminals and balls are made for several cable diameters and
are marked accordingly.
LOWER is the designation for the rolling disc with two pins.
UPPER is the designation for the rolling disk with two holes.
When the expanding machine is placed on the two shanks, the LOWER disc
is down and the UPPER disc is up.
ROLLING ON TERMINALS
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 548
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 273
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M7.13 (Cat A)
IR PART 66
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NOTE:
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 550
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 274
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Page: 551
M7.13 (Cat A)
IR PART 66
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S
S
May 2004
CAUTION:
S Mark the cable which has been completely inserted into the terminal at the
end of the sleeve of the terminal with chalk or tape in order to indicate if the
cable slips out.
S Turn the rolling discs into the starting position, using the two pins.
S Press the terminal against the conical guide of the adapter and clamp the
cable into the clip at the guiding-device.
S Push the guiding device with the terminal into the starting position for the
rolling procedure.
S Turn the rolling discs using the two pins until the terminal is clamped.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 552
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 275
Go No-go gauging
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Page: 553
M7.13 (Cat A)
IR PART 66
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Page: 554
Rolled-on balls and terminals are checked for sufficient tensile strength by
using the Cable Terminal Pull Tester.
The Pull Tester consists of a vice with steel cheeks with inserted copper
cheeks and a gauge. When, for instance, a 1/8 cable and terminal are
checked, you must first select the correct copper cheeks. These must then be
inserted into the steel cheeks.
The correct swivel for the terminal must be selected. The cable with the swivel
is attached to the test device. The copper cheeks are tightened with two clamping screws to the extent that the cable cannot slacken under the test load.
By turning a hexagon head screw, the cable is tightened with hydraulic power.
The scale of the indicating device shows the load in pounds. The scale has
load marks for the respective cable diameter. If not, you must refer to a test
table.
After one or two minutes the pointer has to be returned to the load mark. The
full test load should be applied for 5 seconds. Then take off the tension slowly
and evenly.
M7.13 (Cat A)
IR PART 66
M7 MAINTENANCE PRACTICES
CONTROL CABLES
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 276
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M7.13 (Cat A)
IR PART 66
May 2004
Page: 556
CAUTION:
M7.13 (Cat A)
IR PART 66
CABLE TENSIOMETER
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M7 MAINTENANCE PRACTICES
CONTROL CABLES
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 277
Cable Tensioning
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Page: 557
M7.13 (Cat A)
IR PART 66
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Locking turnbuckles
Locking of turnbuckles employs either:
S Wirelocking, the gauge and type of locking wire is given in the AMM.
S Lock nuts.
S Special locking clips.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 558
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 278
Locking turnbuckles
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M7.13 (Cat A)
IR PART 66
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Introduction
Manually-operated remote controls are installed in aircraft to operate, from the
flight deck, such components as trim tabs, brake control valves and engine
controls.
They can also be adapted for other uses such as the indication of landing gear
movements, position of flaps etc.
CONTROL CABLES
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 560
M7.13 (Cat A)
IR PART 66
May 2004
Single-Entry
Unit
180o
Double-Entry Unit
Nipple-Type
Connector
Teleflex
90o Double-Entry
Unit
Clamp Block
Anti-Torsion
Tube
Clamp-Type
Connector
Junction Box
Quick-Break
Unit
Swivel Joint
Straight-Lead
Unit
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Figure 279
Sliding End
Fitting
Rotary Movement
Not Exceeding 90o
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 561
M7.13 (Cat A)
IR PART 66
May 2004
NOTE:
M7.13 (Cat A)
IR PART 66
SUPPORT MUST BE GIVEN TO BENT PORTIONS OF THE CONDUIT, BUT CLAMP BLOCKS, SPACED 3 FT APART, SHOULD BE
USED TO SECURE STRAIGHT PORTIONS TO THE AIRFRAME.
Page: 562
NOTE:
Conduits
The rigid conduits normally used in aircraft are of light alloy, although steel and
tungum conduits are used for special purposes. It may be bent in smooth
curves to radii of not less than 3 inches.
Where there is relative movement between conduit and component, flexible
conduit may be fitted, but to avoid backlash only the minimum length should be
used. Flexible conduit may be bent to a radius of not less than 9 inches.
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Cables
The cable consists of a tension wire wound either with a continuous left- or
right-hand helix winding which engages with the teeth of gear wheels at the
transmitting and receiving ends of the control run.
The helix winding may also be used as a thread by which various end fittings
can be attached to the cable.
The cable is designed for transmitting both pull and push.
There are two types of cable in use:
1. No 2 Cable. This cable is built up from a high-tensile steel wire which is
wound with a compression winding. The latter is wound with a left-hand
helix winding which is pitch-spaced by a spacer winding. The cable is 3/16
diameter.
2. No 380 Cable. This cable is built up from a high-tensile steel wire which is
wound direct with a right-hand helix winding and spacer winding. In this
method of construction there is improved efficiency and a reduction in backlash, particularly when the cable is under compression. The cable is 3/16
diameter.
TELEFLEX CONTROLS
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Tension
Wire
Spacer
Winding
Helix
Winding
May 2004
No 2 Cable
Compression
Winding
Figure 280
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Helix
Winding
Fork end
Eye end
(fork joint)
Ball and
socket end
End screwed
to take fitting
Ball Ends
No 380 Cable
Tension
Wire
Spacer
Winding
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Page: 563
M7.13 (Cat A)
IR PART 66
May 2004
M7.13 (Cat A)
IR PART 66
Page: 564
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End Fittings
The transmitting end of a control is usually fitted with a wheel unit consisting of
a hand-operated gear wheel enclosed in a casing.
Alternatively, where the control loading is light and the control run fairly straight,
a pull-push operating handle can be used.
At the remote end, the cable operates an appropriate wheel unit or is coupled,
by means of a sliding end fitting, direct to the actuating mechanism on the
component being controlled.
Swivel joints are also provided to take up the angular movement of an
actauting lever at the end of a control run.
1. Single-Entry Unit. In this wheel unit the cable enters the unit by means of
a conduit connector and is led into a slot in the gear wheel. The rotary
travel of the unit is limited to 270o of travel of the gear wheel and a minimum of 40o engagement must be maintained at all times between the gear
wheel teeth and the cable.
2. Double-Entry Unit. Where greater travel than can be obtained with a
single-entry unit is required, a double-entry unit may be used. In this wheel
unit the cable enters the unit by means of a conduit connector and, after
wrapping round the gear wheel, emerges via another conduit connector at
a point 90o, 120o or 180o from the point of entry.
The end of the cable that emerges from the unit may be accommodated in
a short length of conduit known as a spent travel tube.
3. Anti-Torsion Tube. It is sometimes necessary to prevent the control cable
from turning in the conduit and so altering the relative adjustment. This is
done by installing an oval-sectioned anti-torsion tube in place of a spent
travel tube. This tube serves as a guide to an oval ferrule secured to the
spent travel end of the cable.
4. Straight-Lead Unit. In this unit the cable passes straight through and
consequently engages on only a few teeth of the gear wheel. Therefore,
these units are not suitable for heavily-loaded controls. It can be interposed
in a control run or fitted at the transmitting or receiving ends of a control.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Cable
Conduit
Connector
May 2004
Straight Lead
Unit
Single-Entry
Unit
Gear
Wheel
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 281
Spring
Bearing Circlip
Swivel Joint
Body
Ball End
(welded to
conduit)
Conduit
Return Spring
(Optional)
Pull-Push
Control Unit
Attachment Coil
(Lock Spring)
Cable
Lock
Nut
Conduit
Connector
Nipple
Junction Box
Unit
Double-Entry
Unit
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Conduit
Page: 565
M7.13 (Cat A)
IR PART 66
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M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 566
M7.13 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 282
Cable
Torsion
Drive
Screw Jack
Distributor
Box
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Page: 567
M7.13 (Cat A)
IR PART 66
May 2004
Quick-Break Units
Quick-break units of various types are installed in control runs to facilitate
removal of components without disturbing the control. The cable joining fittings
are similar in all types of quick-break unit and consists of rods machined with
interlocking slotted ends attached to the ends of the cables.
M7.13 (Cat A)
IR PART 66
Page: 568
Kinked cable.
Renew cable.
Damaged conduit.
Remedy
(a) Flexible type - renew complete
conduit.
(b) Rigid type - cut out damaged
portion and renew.
Probable Cause
Servicing
Servicing of the control system consists of checking its operation, examining
for wear and damage, renewing defective parts and periodical lubrication.
Stiff control movement may be caused by the following:
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Conduit Connectors
Some conduit connectors are similar in construction to all-metal pipe couplings
without an olive. The standard nipple-type connector consists of a screwed
nipple that is threaded onto a rigid conduit, before the conduit is flared. The
nipple is then screwed into a wheel unit or conduit connector body, thus
retaining the conduit secure against a shoulder in the internally-threaded
connection hole.
Another type of conduit connector, termed a clamp connector, consists of a
split block bored out to house the unflared ends of a conduit. The conduit is
gripped by tightening two clamping bolts, and is located by two bifurcated pins.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Body
Conduit
May 2004
Nipple-Type Connector
Tecalemit
Nipple
Conduit
Connector
Nipple
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Cover Plate
Figure 283
Conduit
Clamp
Lock Pins
Body
Clamp-Type Connector
Conduit Connector
Interlocking Rods
Conduit
Conduit
Conduit
Connector
Nipple
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Page: 569
M7.13 (Cat A)
IR PART 66
May 2004
M7.13 (Cat A)
IR PART 66
Page: 570
4. Cable. The cable must be kept clean, free from kinks and well lubricated. If
dirty, it may be cleaned in kerosine, wiped dry with a non--fluffy cloth and re
lubricated. A cable that has been damaged, strained or over heated, must
be renewed.
The method of fitting a new cable is as follows:
A. Assemble the conduit in position.
B. Cut the cable 2 inches in excess of requirements.
C. Fit the cable into the unit and engage with the transmitting end fitting.
D. Assemble the receiving end fitting and mark the required length of
cable.
E. Remove the cable from the conduit and cut to length.
F. Replace the cable and, at the same time, smear the cable with high altitude grease as it enters the conduit.
G. Connect the cable to the end fittings and check for freedom of movement and range of movement.
H. Ensure that all fittings are in safety and correctly locked. Lubricate, as
necessary.
5. Sliding End Fitting. To attach the cable to a sliding end fitting, unscrew
the hexagon plug, screw the locknut right back and pass the cable through
the plug, then proceed as follows:
A. Screw the lock spring on to the end of the cable, so that about 3/16 in
(two threads) of cable projects through the spring.
B. Insert the cable end, with its lock spring, into the bore of the end fitting
and screw the plug tight down. During this operation the end fitting must
be prevented from rotating.
C. Check that the free end of the cable is beyond the inspection hole, but
not beyond the fork gap (fork end fittings only). If satisfactory, position
the tab washer, tighten the locknut and lock with the tab washer.
D. Check the distance from the face of the bore to the sliding tube which
should not exceed 0.45 inches. This ensures that the lock spring is tightly compressed.
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CONTROL CABLES
May 2004
Lockspring
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 284
Tabwasher
Swivel Tube
Forked-End Type
Locknut
Inspection Hole
Cable
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Page: 571
M7.13 (Cat A)
IR PART 66
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Hand Lever
A typical hand lever is illustrated. If it is necessary to dismantle an existing
control or to fit a new cable, unscrew the adjustment to slacken the cable, then
rotate the nipple and slide the nipple and cable sideways to pass the cable
through the end fitting slot.
End Fittings
Various types of end fitting and connector are provided, each installation being
designed to meet a specific requirement. Normally, the transmitting end of a
control is fitted with a hand lever which engages with the nipple on one end of
the cable. At the remote end, the cable passes through an adjustable stop and
is connected to the component operating lever. To return the hand lever to the
normal position after operation, the system is spring loaded either at the
transmitting or receiving end of the control run.
Cable Nipples
When a control assembly is made up, the ends of the cable are threaded
through brass nipples which are soldered or swaged to the cable.
Conduit
The conduit consists of a close coil wire, covered with cotton braiding and
finished with a black waterproof coating. Caps are fitted on each end of the
conduit to prevent the braiding from unravelling and to reinforce the end of the
conduit. On some installations, rigid conduit is used to house the cable over
straight runs.
Cable
This short run, lightly--loaded type of control has a cable made of non
corrodible steel wire, which. is designed for pull operation only. The return
action is provided by a spring. This is the sort of cable that is used for operating
the brake cable on push bikes
BOWDEN CONTROLS
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 572
M7.13 (Cat A)
IR PART 66
Cap
Waterproofing
May 2004
Stop
Nipple
Cable
Cap
Conduit
Hand Lever
Spherical
Parking
Catch
Spade Grip
Cable
Coiled Wire
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Figure 285
Cotton Braiding
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Types of Nipple
Trunnion
Plain
Page: 573
M7.13 (Cat A)
IR PART 66
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Junction Box
A junction box is used for connecting a single cable to two others where there
are two components to be operated by a single control or where one
component is operated by two controls.
Connectors
Two types of connector are used. The cable connector is used for joining two
cables only and cannot be employed where a conduit is fitted. It is also used
for joining a length of Bowden cable to a cable of a different type, such as may
be used for long straight runs. The control connector is used for joining two
Bowden controls, as illustrated.
Adjustment Stop
The remote end of the cable usually passes through a plain stop and is
attached to the component by the cable nipple. The plain stops, which may be
fitted to both ends of the conduit, consist of hexagon headed screws drilled to
allow the cable to pass through. The head of each screw is counterbored to
receive the protective cap fitted over the end of the conduit.
When the stop is fitted to the remote end of the conduit, it is mounted in a Tee
barrel, which must be securely fixed to a rigid member of the airframe. Where it
is inconvenient to fit plain stops at the ends of the conduit, a double ended stop
may be fitted in the length of the conduit.
The stops also enable the length of the conduit to be adjusted, thus altering the
tension of the cable.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Page: 574
M7.13 (Cat A)
IR PART 66
Locknut
Tee-Barrel
May 2004
Adjustable Stop
and Tee-Barrel
Adjustment Stop
M7 MAINTENANCE PRACTICES
CONTROL CABLES
Figure 286
Safety Hole
Control
Connector
Cable
Connector
Double-Ended Stop
Cable
Locknut
Adjustment End
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Conduit
Cable
Page: 575
Conduit
Cap
Cap
M7.13 (Cat A)
IR PART 66
May 2004
M7.13 (Cat A)
IR PART 66
Page: 576
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Installation
1. Conduit.The conduit must be clean, free from kinks or distortion and not
damaged. If damaged, the conduit must be renewed. Any bends in the conduit should be as large as possible. The minimum radius of bend is twelve
times the diameter of the conduit.
Where the cable is connected to a lever, the alignment should be such that
the centre line of the conduit is in a straight line through the mid position of
the rise and fall of the arc of travel of the lever.
If this adjustment is not made, the cable may rub on the edge of the stop
and be worn away.
When the conduit has been correctly aligned, the Tee barrel forming the
adjustable stop mounting must be securely locked in this position. This is
important as, should the Tee barrel swivel, the control will be distorted. The
control should be attached to the airframe by pliable clips. For controls
longer than 2 ft., the conduit should be supported every 12 in. The conduit
of a Bowden control should never be in tension.
2. Cable. Care must be taken when handling the cable to avoid kinking it, as
this will cause the cable to work harshly in the conduit. The cable must be
clean, free from fraying or corrosion and lubricated with graphited synthetic
grease applied at room temperature (60-70oF.) The grease must be well
rubbed into the interstices of the cable.
3. Servicing. The control should be inspected periodically as follows:
A. Inspect the cable ends for fraying or other damage. Frayed cables must
be renewed.
B. Inspect the conduit for kinks and signs of wear, especially at bends and
at the ends.
C. If there is any slackness in the cable, screw out the conduit adjustment
stops until the slackness disappears. After adjustment, make sure that
all components are still in safety and securely locked.
D. Operate the control lever over its full range and ensure that the spring
returns the lever freely and smoothly to its stop.
E. Check the security and locking of mountings and clips.
M7 MAINTENANCE PRACTICES
CONTROL CABLES
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M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 577
M7.17 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 287
Taxiing
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Page: 578
M7.17 (Cat A)
IR PART 66
May 2004
Towing
In general when an aircraft is towed on firm level ground it will be via a towing
arm attached to either nose or tail wheel. If the aircraft is on soft ground, then a
towing bridle is used which is attached to both main wheels, whilst the aircraft
is steered using a towing arm attached to the nose or tail wheel. When towing
tailwheeled aircraft on soft ground they should be towed forward whilst nose
wheeled aircraft can be towed forward or backward.
Checks that should be carried out during towing operations include:
S Ensure undercarriage is locked and has ground locks fitted
S Ensure brake system is serviceable and has sufficient reserve pressure to
operate the brakes. The braking system should also be checked when first
moving the aircraft.
S Tyres are correctly inflated.
S Ensure the correct number of personnel are available, this includes a
supervisor in overall charge of the tow and lookouts at the extremities of the
aircraft who are in constant contact with the suprvisor.
S There must be a qualified operator to operate the brakes from the flightdeck
who is in contact with the tow supervisor at all times.
S Where necessary, ensure nosewheel steering is disconnected/disengaged.
S The tug driver should be fully qualified and take orders only from the towing
supervisor.
S Navigation light must be swithched on.
S Permission to tow must be obtained from ATC prior to towing.
S On completion of the tow, ensure the landing gear is pointing straight ahead
and has turned at least one full turn in order to relieve stresses on the
landing gear and tyres.
M7.17 (Cat A)
IR PART 66
Page: 579
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General
An aircraft may be moved under its own power, manually, using a tug or tractor
and finally by using hand operated self powered trolleys.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 288
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Page: 580
M7.17 (Cat A)
IR PART 66
May 2004
You can use the nose landing gear tow--bar fitting to tow or push the aircraft:
S with maximum weight,
S with the engines between zero and idle.
Speed imits, when the passenger/crew doors are fully open and locked and/or
cargo doors open in vertical position:
S the permitted maximum speed is 10 km/h (6.21 mph).
NOTE:
NOTE:
NOTE:
M7.17 (Cat A)
IR PART 66
Page: 581
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Towing
During maintenance work, the aircraft is normally moved and steered by a
tractor attached to the nosewheel axle via a towbar. When towing in a limited
space, it is essential that the aircraft does not turn on a locked wheel, since this
can result in deformation and excessive wear of the tyres.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 289
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Page: 582
M7.17 (Cat A)
IR PART 66
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Marshalling signals
The person taxiing an aircraft should obey all marshalling signals, but has final
decision on whether to take notice of the signal or not.
The marshaller is responsible for providing the aircaft flight deck with signals
that will allow the aircraft to manoeuvre safely.
WARNING:
Taxiing
The aircraft is normally taxied with all engines running, but in exceptional
circumstances may be taxied on one engine. The nose wheels are steered
hydraulically via the nosewheel steering system, which is controlled by a hand
wheel (tiller) in the cockpit to a maximum steering angle (depending on the
aircraft type) of +/- 70o.
If nosewheel steering is not available, the aircraft may be steered by differential
use of LH and RH landing gear wheel brakes.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 583
M7.17 (Cat A)
IR PART 66
May 2004
Chocks Removed
Chocks Inserted
Start Engine
Cut Engines
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 290
Stop
Brakes On
Move Ahead
Turn Right
Turn Left
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Page: 584
Slow Down
Proceed to next
Marshaller
This way
Negative
Affirmative
M7.17 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 291
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Page: 585
M7.17 (Cat A)
IR PART 66
May 2004
Aircraft Jacks
Aircraft jacks are usually hydraulically operated and are used to raise and lower
the aircraft.If the aircraft is to be raised for long periods, then trestles are used
in conjunction with the jack
There are four types of jack:
S Bottle jack -- Used for wheel changes.
S Bipod -- One of the legs of a quadrupod jack is removed to leave two load
bearing legs and one adjustable support leg. This is used for arc lifts. This is
a difficult operation and is not often carried out.
S Tripod -- Three legs, equally disposed. Used for vertical lifts.
S Quadrupod -- Four legs, equally disposed. Two fixed and two adjustable to
allow for uneven ground.
Hydraulic jacks can range in height from about 3 feet (1 m) to about 15 feet
(5m). Some of the larger jacks may have an operating platform part way up the
main body reached by a fixed step ladder.
Hydraulic jacks comprise a basic central hydraulic unit around which are the
support legs. The moving pillar has either a screw thread and locking collar or a
collar and locking pin which enables the jack to be mechanically locked when
the aircraft is at the correct height. This prevents the collapse of the jack due to
fluid leakage. To release the locking device the jack must be raised slightly
to off--load the collar.
Raising the jack is by means of a pump after the fluid control valve has been
closed. Some jacks may be powered pneumatically and controlled from a
central control panel. The air release valve must be opened whenever the jack
is raised or lowered.
M7.17 (Cat A)
IR PART 66
Page: 586
Shoring
An aircraft on jacks is subjected to structural stresses. Shoring is necessary to
give support to the wings in order to release loads on the structure before
modifications or major repair work can be carried out.
To lower the jack, release the locking collar and slowly open the oil control
valve to control the speed of fall. The air release valve must be closed when
the jack is stationaryand the oil--control valve must remain closed--when the
locking device is engaged.
An adapter is fitted into the top of the pillar and this locates into a jack plate or
pad which is fitted, usually by pip pins, onto the underside of the airframe
(check location in the AMM and painted on the airframe).
The adapter and plate form a ball joint which gives a degree of flexibility when
raising and lowering the aircraft. The bottom of the legs of the jack fit into
plates with a ball socket joint to allow for uneven ground. It is essential that the
plates sit firmly on the ground and that the legs are aligned with a small recess
in the plate socket to prevent binding.
When jacking ensure all legs are adjusted so that they carry equal weight, pins
are fully in, and that the jack is vertical (some have a spirit level fitted).
The lifting of an individual landing gear strut is accomplished using a landing
gear jack positioned under a jack point integral with the base of each strut.
No special provision for aircraft shoring is necessary beyond the lifting of the
aircraft with hydraulic jacks and the installation of a rear fuselage support (tail
steady) to steady the aircraft.
Lifting for aircraft recovery is by standard recovery methods using lifting airbags.
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M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 292
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Technical Training
Page: 587
M7.17 (Cat A)
IR PART 66
May 2004
Lifting practices
Whenever possible, jacking procedures should be carried out on a site
protected from the wind, preferably in a hangar. When jacking in the open, the
aircraft must be headed into wind.
CAUTION:
Page: 588
M7.17 (Cat A)
IR PART 66
WARNING:
WARNING:
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Lifting
A complete aircraft, or an individual landing gear strut and its wheel assembly
is lifted clear of the ground using hydraulic jacks.
Three main jack points are provided on the aircraft primary structure to accommodate aircraft lifting jacks. One is situated immediately forward of the nose
landing gear compartment and one under each wing outboard of the main
landing gear struts.
The jack points provide threaded receptacles for the attachment of removable
jack adaptors.
Two auxiliary jack points may be provided on the primary structure on each
side of the centre fuselage and may be used as an alternative to the main jack
points if maintenance requires it.
A rear fuselage support is positioned under a specific station (depending on the
aircraft type) to steady the aircraft during maintenance procedures whilst the
aircraft is on jacks.
Auxiliary steps are used to provide access to the passenger stairs when the
aircraft is on jacks.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Jacking Point
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 293
Jacking Point
Jacking Point
Jacking
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Safety Jack
Page: 589
M7.17 (Cat A)
IR PART 66
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Chock the two other wheels (when lifting one landing gear strut)
Ensure aircraft parking brake is off
Position landing gear jack under jack point on base of strut
Operate jack until wheels are lifted just clear of ground.
NOTE:
S
S
S
S
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 590
M7.17 (Cat A)
IR PART 66
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 294
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Technical Training
Page: 591
M7.17 (Cat A)
IR PART 66
May 2004
Safety Precautions
S Park the aircraft on a flat surface, ensuring that the wheel of the nose
landing gear is on the aircraft axis and the aircraft points into the wind
S Install safety devices on the landing gears
S Make sure that the flaps, slats, spoilers and thrust reversers are retracted
S Make sure that the THS is set to neutral
S Put the wheel chocks in position:
-- NLG: -- in front of and behind the wheels
-- MLG: -- in front of the FWD wheels and behind the AFT wheels
S Ground the aircraft.
S If the aircraft is parked in high wind conditions, check the aircraft stability
and moor the aircraft if necessary.
S If the aircraft is parked in cold weather conditions, do the cold weather
maintenance procedures.
NOTE:
CAUTION:
M7.17 (Cat A)
IR PART 66
Page: 592
Close--Up
S Make an entry in the aircraft log book or attach a tag on the captains sidestick to inform the crew that protection covers/devices are installed
S Remove the ground support and maintenance equipment, the special and
standard tools and all other items
S Make sure that you close all access/doors.
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Parking Procedure (of not more than 2 days): ensures preservation for a
parking period of not more than 2 days.
PARKING
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Figure 295
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
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Page: 593
M7.17 (Cat A)
IR PART 66
May 2004
NOTE:
Aircraft Configuration
M7.17 (Cat A)
IR PART 66
Page: 594
Remove the ground support and maintenance equipment, the special and standard tools and all other items.
Remove tag from the captain side-stick or write in the log book that the protection covers/devices are no longer installed.
Remove the wheel chocks from the main and nose landing gears.
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M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Figure 296
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
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Page: 595
M7.17 (Cat A)
IR PART 66
May 2004
YOU CAN IGNORE THIS STEP IF THE LAST FLIGHT CYCLE WAS
IN THE LAST 24 HOURS (ENGINES AND APU OPERATED). IN
THESE CONDITIONS, THE PARKING PERIOD STARTS FROM
THE END OF THIS LAST FLIGHT CYCLE.
S Operate the APU for at least 5 min. at no-load governed speed
S Run the engines and let them become stable at ground idle for 15-20 mins
S Do a thrust reverser full cycle
NOTE:
Aircraft Configuration
Ensure that the fuel tanks are 90% full (minimum).Over 30 days tanks must be
full
NOTE:
M7.17 (Cat A)
IR PART 66
Page: 596
Put aircraft in parking configuration. Ensure that all the external structural drain
holes are not clogged. Ensure that all the engine drains are not clogged.
Carry out full parking procedure.
Seal the air conditioning /ventilation inlets and outlets with STORAGE
PRESERVATION Material No.15--002 and adhesive tape.
Put tarpaulins on the MLG wheels.
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Parking Procedure (of not more than 12 Weeks): ensures preservation for a
parking period of not more than 12 weeks.
It keeps the aircraft in Flight--Ready condition.
Periodic Ground Checks must be carried out at 7--day and 15--day intervals.
S If the aircraft is parked in high wind conditions, check the aircraft stability
and moor the aircraft if necessary.
S If the aircraft is parked in cold weather conditions, do the cold weather
maintenance procedures.
PARKING
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 297
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Page: 597
M7.17 (Cat A)
IR PART 66
May 2004
Page: 598
M7.17 (Cat A)
IR PART 66
System Test
S Do the functional test of the nose wheel steering with the handwheel and
with the pedals
S Do the operational test of the Normal braking system and Alternate braking
system.
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M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Figure 298
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
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Page: 599
M7.17 (Cat A)
IR PART 66
May 2004
M7.17 (Cat A)
IR PART 66
Page: 600
Close Access
Close all the window shades, emergency exit doors, cargo compartment doors
and gear doors.
Put the aircraft in the storage area.
Do the full parking procedure.
NOTE:
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CAUTION:
STORAGE
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
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Figure 299
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 601
M7.17 (Cat A)
IR PART 66
May 2004
Drains
Visually inspect the drains.
Hydraulics
S Depressurize the hydraulic systems
-- Put a warning notice in position to tell persons not to operate the systems during the aircraft storage procedure
S Do a check of the hydraulic components for external leakage
S Apply SPECIAL MATERIALS (Material No.05--005) on:
-- all the hydraulic unions in the wheel wells
-- the bolt heads of the hydraulic reservoirs
-- the pipe clamps
-- the trailing edge of the wing
S Apply SPECIAL MATERIALS on the solenoids of the hydraulic flap manifold
S Inspect the flight controls
S Check the oil level of the flap PCU and slat PCU gearbox.
M7.17 (Cat A)
IR PART 66
Page: 602
Landing Gear
S Apply COMMON GREASE to:
-- the sliding tube of the shock absorber, the actuator rods and the uplock
mechanism.
S Apply talcum to all the rubber parts but not the tyres
S Ensure that there is no corrosion on the brakes and on each half wheel.
Protection
S Apply SPECIAL MATERIALS to all the seals of the doors
S carry out protection of all the light-alloy areas that are unpainted
S Apply SPECIAL MATERIALS or COMMON GREASE to the steel parts that
are unpainted and on the mechanical rods in unpressurized areas
S Apply SPECIAL MATERIALS (Material No.05--027) to:
-- the cases, electrical connectors, solenoids, brackets, screw- and boltheads located in the APU compartment
-- in all the holes, especially in the areas where condensation can occur.
Lubrication
S Lubricate the mechanical control chains of the THS, all the rollers and
pinions of the slat tracks, spoilers, linkage bearings, cargo compartment
doors, passenger/crew doors and emergency exit doors hinges and the
attach fitting of the horizontal stabilizer, rudder bearing and sliding window.
Water Removal
Remove the water from the pitot/static lines.
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Clean
Clean the aircraft.
CAUTION:
STORAGE (CONTD)
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 300
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Technical Training
Page: 603
M7.17 (Cat A)
IR PART 66
May 2004
M7.17 (Cat A)
IR PART 66
Removal of Components
Remove the following:
S digital flight data recorder
S cockpit voice recorder
S oxygen cylinder/valve assys
S crew portable oxygen--equipment
S cabin emergency lights
S emergency power--supply units
S first aid kits
S emergency locator beacon
S portable and toilet fire--extinguishing bottles
S life vests
S escape slide
S escape slide/raft
S autonomous standby power supply unit
S wiper arm and wiper blade
S engine fire--extinguishing bottles
S cartridges of the engine fire--extinguishing bottles
S cartridge of the APU fire--extinguishing bottle
S APU fire--extinguishing bottles
S cartridge of the cargo fire--extinguishing bottle
S cargo fire--extinguishing bottle
S batteries
Page: 604
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M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Page: 605
Visual Inspection:
S Examine all the areas of the aircraft where the birds can access.
S Ensure that there are no birds nests.
/contd
Move the aircraft by a 1/4 turn of the wheels, to prevent damage to the tyres
and brinelling of the bearings.
Protection
Seal with STORAGE PRESERVATION Material No.15--002 attached with
adhesive tape (record the location):
S the inlets and outlets of the air conditioning packs
S the battery venturi
S the precooler outlets
S the anti--ice, air outlet and the anti--ice duct access panel (on the engine air
intakes)
S the scoops.
Seal the two spray nozzles with plastic bags or films, fixed on the structure with
adhesive tape.
Seal all the openings that give access to:
S the passenger compartment
S the cockpit
S the cargo compartment
S the APU
S the engines
S the landing gear
with STORAGE PRESERVATION Material No.15--002 attached with adhesive
tape.
M7.17 (Cat A)
IR PART 66
Close Access
Close the passenger/crew doors.
Close all the access doors and panels that you opened during the storage procedure.
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AIRCRAFT HANDLING AND STORAGE
May 2004
S
S
S
S
M7.17 (Cat A)
IR PART 66
Page: 606
Protection:
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S
S
S
S
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Remove the tool installed during the mooring procedure and the tarpaulins
Put the aircraft on jacks
Turn the wheels by hand to make sure that there are no defect on bearings
Put the aircraft on its wheels.
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Close--up:
S
S
S
S
S
S
S
S
Put the aircraft in the mooring condition. Carry out the following:
S
S
S
S
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 607
M7.17 (Cat A)
IR PART 66
26--21--41--200--801
26--21--41--200--802
24--21--51--400--801
24--38--51--400--801
24--41--00--861--801
24--41--00--862--801
25--62--41--400--801
26--21--00--720--803
23--71--35--400--801
24--21--00--210--818
(SYSTEM TEST)
23--61--00--200--801
21--26--00--710--803
12--12--29--611--801
12--13--24--612--801
12--13--49--612--801
12--13--80--610--801
12--14--32--614--801
12--21--11--615--801
12--22--32--600--801
12--22--32--600--802
12--32--28--281--801
12--32--28--281--802
21--21--41--000--801
21--21--41--400--801
21--26--00--440--801
May 2004
27--84--00--710--801
28--11--00--600--805
27--54--00--710--801
27--64--00--710--801
27--84--00--210--801
27--54--00--200--801
27--34--00--710--801
27--24--00--710--801
27--14--00--710--801
26--25--00--280--801
26--23--41--400--803
26--23--42--400--801
26--24--00--280--801
26--23--41--280--802
26--23--41--280--801
26--22--41--400--801
26--22--42--400--801
26--23--00--200--803
26--22--41--280--801
26--22--41--280--802
26--22--00--200--801
26--21--41--400--801
26--21--41--400--803
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M7.17 (Cat A)
IR PART 66
38--31--00--720--802
49--00--00--710--801
49--11--11--400--801
51--74--11--300--801
52--10--00--010--801
52--30--00--010--802
35--11--41--400--801
35--30--00--210--801
38--10--00--720--801
32--41--11--400--801
32--41--12--400--801
33--51--11--400--801
33--51--38--400--801
34--11--00--170--801
34--11--00--170--802
34--11--00--170--803
32--41--00--210--802
32--40--00--200--801
32--40--00--210--804
30--45--00--440--801
30--45--52--400--801
31--33--55--400--801
32--11--00--220--801
32--12--00--010--801
32--12--00--410--801
32--21--00--220--801
32--31--00--710--801
28--24--00--710--801
29--00--00--863--801
29--00--00--864--801
29--31--00--200--801
30--11--00--710--801
30--21--00--710--801
May 2004
71--00--00--400--801
71--00--00--720--806
71--00--00--860--802
71--00--00--860--804
72--00--00--600--806
54--50--00--200--801
53--39--00--200--801
53--00--00--200--801
52--30--00--410--802
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IR PART 66
May 2004
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IR PART 66
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Spillage
Actions to be taken should there be a spillage of fuel will depend on the size
and location, the type of fuel and prevailing weather conditions.
S Spillage onto the aircraft structure must be cleared prior to the engines
being started.
S Minor spillage onto the ground must be cleared and the area allowed to dry
prior to any engines being started in the vicinity.
S If there is a major spillage, fuel-flow must stop, all personnel evacuated from
the area and the Fire Services alerted.
S Every attempt must be made to prevent contamination of drains and culverts by damming the area with specialist equipment and using absorbing/
mopping agents designed for the job, which are subsequently disposed of in
suitable containers in accordance with local regulations.
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AIRCRAFT REFUELLING/DEFUELLING
M7 MAINTENANCE PRACTICES
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May 2004
Figure 301
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AIRCRAFT HANDLING AND STORAGE
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M7.17 (Cat A)
IR PART 66
May 2004
Drain oil whilst hot (from piston engines in extreme cold), and drain water traps in
Pitot/ static systems.
Allow any ice in intakes, water drains, etc, to melt, drain water then fit covers and
plugs.
If aircraft is wet apply anti--freeze liquid to the underside of covers before fitting.
Fit all airframe and engine covers, Pitot/ static plugs, and landing gear locks.
Clear the working areas of snow and ice.Keep sand and salt away from working
areas and aircraft as much as possible.Ideally keep aircraft in heated hangers as
much as possible.
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IR PART 66
Page: 612
This ice formation, which is less dense than glaze ice, is an opaque, rough deposit.
At ground level it forms in freezing fog conditions and consists of a deposit of ice
on the windward side of exposed objects. Rime ice is light and porous and results
from the small water drops freezing as individual particles, with little or no
spreading. A large amount of air is trapped between the particles.
Rime Ice
Hoar frost occurs on a surface which is at a temperature below the freezing point
of the adjacent air and, of course, below freezing point itself. It is formed in clear
air when water vapour is converted directly to ice and builds up into a white
semi--crystalline coating. Hoar frost is feathery.When hoar frost occurs on aircraft
on the ground, the weight of the deposit is unlikely to be serious, but the deposit,
if not removed from the airframe, may interfere with the airflow and attainment of
flying speed during take--off, the windscreen may be obscured, and the free
working of moving parts such as flying control surfaces may be affected.
Hoar frost
If aircraft does not fly within a certain time (depending on ambient temperature)
re--do items 2 and 3 above.
Check all heaters -- windscreen -- Pitot -- TAT -- drain masts -- ice detectors -- heater
mats etc.
Fill systems and check for leaks. Piston engines are usually filled with pre--heated
oil.
Remove ice and snow from airframe and engines using blower heaters or fluid
spray systems (see later chapters in this book).
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General
Safe operation of aircraft in cold weather conditions raises specific problems.
Aircraft downtime and delays in flight schedules caused by cold weather problems can be minimized by a program of preventive cold weather servicing.
Procedures for cold weather servicing must be developed by the operator.
This servicing must meet their specific requirements based on:
S their cold weather experience
S available equipment and materials
S the climatic conditions existing at their bases
This topic contains information defining, developing and implementing cold
weather preventative maintenance procedures that will minimize aircraft
downtime and improve the safe operating level of aircraft in adverse climatic
conditions .
The aircraft is in cold-soak configuration when it is parked in cold weather
(Outside Air Temperature (OAT) lower than 0oC/32oF) and there is no supply of
power to the aircraft (no air-conditioning).
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
It is evident that if ice is deposited on the aircraft, one or more of the following
effects may occur:
S Decrease in Lift. This may occur due to change in wing section, resulting in
loss of streamlined flow.
Conclusions
Normally, snow falling on an aircraft does not adhere, but will settle on the top
surfaces only. If the temperature of the airframe is below freezing point however,
glaze ice may form from the moisture in the snow. The icing of the aircraft in such
conditions, however, is primarily due to water drops, though snow may
subsequently be embedded in the ice so formed.
Pack Snow
Debris Ice
Ice formed in this way is dense, tough and sticks closely to the surface. It cannot
easily be shaken off and, if it breaks off at all, it comes away in lumps of an
appreciable and sometimes dangerous size. The main danger of glaze ice is still
aerodynamic, but to this must be added, that due to the weight of ice, unequal wing
loading and propeller blade vibration may occur. Also there is the possibility of ice
debris damage in flight. Glaze ice is the most severe and the most dangerous form
of ice formation on aircraft.
Glaze ice is the glassy deposit that forms over the village pond after a frosty night.
On aircraft, glaze ice forms when the aircraft encounters freezing rain with the air
temperature and the temperature of the airframe below freezing point. It consists
of a transparent or opaque coating of ice with a glassy surface and results from
the liquid water flowing over the airframe before freezing; glaze ice may be mixed
with sleet or snow.
Glaze Ice
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IR PART 66
Page: 613
S Increase in Drag. Drag will increase due to the rough surface, especially if
the formation is rime ice -- This condition results in a greatly increased skin
friction.
S Decrease in propeller efficiency. With turbo--prop and piston engines, the
efficiency of the propeller will decrease due to alterations of the blade profile
and increased blade thickness,
S Propeller vibration due to uneven weight of ice.
S Loss of Control. Loss of control may occur due to ice preventing movement
of control surfaces.
S Increased risk of control surface flutter due to control surface C of G change
because of the ice.
S Increased Load and Wing Loading. The weight of the ice may prevent the
aircraft from taking--off.
S Reduced stalling speed.
S Loss of Inherent Stability. Loss of the inherent stability may occur due to
displacement of the centre of gravity caused by the weight of the ice.
S Loss of Vision. This will happen if the windscreen becomes iced over.
S Ice debris damage.
S Malfunction of Flight/ Engine Instruments. This would occur if Pitot/static
and EPR probes/vents became blocked.
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Aircraft in flight may experience rime icing when flying through clouds with the air
temperature and the temperature of the airframe below freezing point. The icing
extends along the leading edge but does not extend back along the chord. Ice of
this type usually has no great weight, but the danger of rime is that it will interfere
with the airflow over wings, etc, and may choke the orifices of the carburettor, air
intake and flying instruments.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 302
Anti-Icing 1
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M7.17 (Cat A)
IR PART 66
May 2004
Holdover time is the estimated time during which anti--icing fluids will prevent
the formation of frost or ice and snow accumulation on the protected surfaces
of the aircraft. The holdover time starts at the beginning of the anti--icing treatment.
Anti-icing
Anti--icing is a precautionary procedure which provides protection against the
formation of frost or ice and snow accumulation on the treated surfaces of the
aircraft for a limited period of time (the holdover time).
Anti--icing fluids are normally applied cold directly onto clean aircraft surfaces.
Typical anti--icing fluids are :
S Newtonian fluids (ISO- SAE- or AEA- Type I). Newtonian Fluids (Type I)
have a low viscosity that only changes with temperature.
S Mixtures of water and Type I fluid
S Non--Newtonian fluids (ISO- SAE- or AEA-Type II or Type IV).
Non--Newtonian Fluids (Type II or Type IV) have a viscosity that reduces
with increased air flow over the fluid.
S Mixtures of water and Type II or Type IV fluid.
M7.17 (Cat A)
IR PART 66
Page: 615
One step De--/Anti--icing is carried out with an anti--icing fluid, normally heated.
The aircraft is de--iced and the fluid that remains on the aircraft gives limited
anti--ice protection.
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De-icing
De--icing is a procedure to remove frost, ice, snow and slush from the aircraft
surfaces. De--icing fluids are normally applied heated.
Typical de--icing fluids are :
S Heated water
S Newtonian fluids (ISO- SAE- or AEA-Type I)
S Mixtures of water and Type I fluid
S Non--Newtonian fluid (ISO- SAE- or AEA-Type II or Type IV fluid)
S Mixtures of water and Type II or Type IV fluid.
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May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 303
Anti Icing 2
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M7.17 (Cat A)
IR PART 66
May 2004
Fluid Dilution
Type I, Type II and Type IV de-/anti-icing fluids can be diluted with water. This
may be done if, due to weather conditions, there is no requirement for a long
conservation time, or the higher freezing points are sufficient for the present
climatic conditions.
A pre--flight inspection of the aircraft must cover all parts of the aircraft. This
visual inspection must be done from a position which gives a clear view of all
surfaces. Because accumulations of clear ice are sometimes not easily visible,
it is recommended that critical surfaces (wings, vertical and horizontal stabilizers and rudder) are inspected by hand.
Weather conditions determine when the aircraft de--/anti--icing must be carried
out. During checks on the ground, electrical or mechanical ice detectors must
not replace physical checks.
If the aircraft arrives at the gate with the flaps/slats in a position other than fully
retracted, they must be inspected and, if necessary, de--iced before retraction.
NOTE:
M7.17 (Cat A)
IR PART 66
NOTE:
Page: 617
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De-/Anti-icing Recommendations
Aircraft performance certification is based upon that aircraft having an uncontaminated or clean structure. Ice, snow and frost (or combinations of them) will
disturb the airflow, affecting lift and drag. They also increase the aircraft weight.
The aircraft, and especially its surfaces that provide lift and stability, must be
aerodynamically clean. If they are not, safe operation is not possible.
If the fuel temperature is below freezing point and the aircraft is subject to
precipitation, clear ice may form on the wings (wing tank area), even if the
outside temperature is as high as 15oC (59oF). An aircraft that is ready for flight
must not have ice, snow, slush or frost adhering to its critical flight surfaces
(wings, vertical and horizontal stabilizers and rudder).
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Figure 304
Anti Icing 3
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M7.17 (Cat A)
IR PART 66
May 2004
NOTE:
M7.17 (Cat A)
IR PART 66
Page: 619
Time of Protection
The time of protection will be shorter in very bad weather conditions. High wind
speeds and jet blast can cause damage to the protective film.
If these conditions occur, the time of protection will be much shorter.
The time of protection can also be much shorter if the wing temperature is
lower than the OAT.
Because conditions are not always the same, a pre--take--off inspection is
necessary when you use the times given in the tables.
These procedures prevent the formation of ice in some zones (wings, vertical
and horizontal stabilizers, rudder) and make easier for the removal of snow
from the the aircraft.
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Holdover Times
Holdover times are the estimated times that the applied anti--icing fluid will
prevent the formation of frost, ice and the accumulation of snow on the protected surfaces of an aircraft.
When applying first-step de/anti--icing process, the holdover time is from the
start of the de/anti--icing application.
When applying second-step de/anti--icing process, the holdover time is from
the start of the anti--icing application.
The holdover times given are for general information only. The indicated time of
protection may be shortened :
S In severe weather
S In high winds and jet blasts
S By the age and condition of the fluid
S By the method of application.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
May 2004
Figure 305
Anti-Icing Codes
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Page: 620
M7.17 (Cat A)
IR PART 66
May 2004
M7.17 (Cat A)
IR PART 66
Page: 621
The air supply cart should have a certificate of serviceability both in relation to
its motive power, exhaust emission, and quality and rate of air supply.
When operating the unit ensure:
A fire extinguisher is available.
It is placed as far away from the aircraft as possible consistent with the ability
to connect the supply hose.
Its air supply rate is within the parameters laid down in the AMM (pressure and
supply rate).
When disconnecting ensure that the pressure is released.
The aircraft is configured to accept the supply and the pneumatic system is
serviceable.
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Introduction
From time to time, most large aircraft require some form of auxiliary power to
start the engines, provide electricity while the aircraft is on the ground, or
provide cabin heating or cooling. For this reason, various types of ground
power units (GPUs) are available for supplying power when the engines are not
running.
Some GPUs are mobile units that are driven to the aircraft while others are
pulled behind a tug. Some newer airports have power and air outlets built into
the tarmac.
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AIRCRAFT HANDLING AND STORAGE
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primary is to be used first with the secondary being connected if more power is
required. On many aircraft there is only one external power connection.The
panel shows the connection status of the supplies together with support
strapping for the (heavy) power supply cable. In general, power supply panels
have the following equipment/ indications:
S 3 external ac power circuit breakers.
S dc control circuit breakers.
S Power connected/power ON lights.
S Panel illumination lights.
S Interphone socket.
S Pilots call button.
S
To connect power:
S Check the AMM.
S Ensure all switches are off or set to the position of the service to which they
relate.
S Check that supply cart engine is running correctly and voltage and
frequencies are correct. The same precautions apply here as for any
internal combustion engine powered equipment running in the vicinity of
aircraft.
S Insert ground power plug and support using restraining straps.
S Turn power on at the supply.
S Check power available lights come on, on the aircraft panel. If they do not
then supply voltage or frequency may be a problem.
S If power available lights are on, press ground service power switch on
panel to apply power to the aircraft ground service busbar. Note indications.
S Press the primary power switch to apply power to the aircraft power supply
bus bars. Note indications.
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 622
M7.17 (Cat A)
IR PART 66
AC Supply Socket
Connect together
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Power On
Indicators
Control Panel
Obstruction
Warning Lamps
M7 MAINTENANCE PRACTICES
AIRCRAFT HANDLING AND STORAGE
Page: 623
M7.17 (Cat A)
IR PART 66
May 2004
M7.17 (Cat A)
IR PART 66
Page: 624
Operate clutch to engage pump -- note that no services move. If they do, either
dis--engage the pump or check whether they are supposed to move and are
prepared for it (AMM).
Check pressure gauges, low pressure warning lamps etc in the flight deck.
After all testing is completed and the landing gear is locked down with 3
greens the clutch can be dis--engaged and the rig shut down.
Using a C spanner or special tool undo the self--seal couplings.
No fluid should leak, but if it does then ensure the self seal coupling seals
correctly and the leak stops, fit the blank and check the level of the reservoir.
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M7.17 (Cat A)
IR PART 66
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IR PART 66
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Page: 626
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
May 2004
Metal Fatigue
Metal fatigue can be briefly described as a weakening of a metal part under
repeated applications of a cycle of stress. The weakening effect can be seriously accelerated by corrosion of the metal. In the early stages, fatigue damage is difficult to detect by visual inspection and the method of non--destructive
examination is usually specified (the method used depending on the type of
structure and material concerned).
NOTE:
Corrosion
Corrosion comprises many types such as crevice, intergrannular and filliform.
Corrosion can generally be said to be the process whereby a material, through
Electro-Chemical action, oxidises to form salts or powders.
The presence of corrosion in aircraft structures is liable to result in conditions
which may lead to catastrophic failures. It is therefore essential that any corrosive attack is detected and rectified in the earliest stages of its development.
By the nature of their operation, aircraft are exposed to frequent changes of
atmospheric temperature and pressure and to varying conditions of relative
humidity; therefore, all parts of the structure are subject to some form of condensation. The resultant water takes into solution a number of corrosive agents
from the atmosphere or from spillages (which convert the water into a weak
acid) and will corrode most metal surfaces where the protective treatment has
been damaged or is inadequate. Cases of serious corrosion have been found
in both closed and exposed parts of structures of aircraft operated under a
wide variety of conditions.
Introduction
This section gives general guidance on the inspection of those parts of a metal
aircraft structure which, because of their remoteness, complexity or boxed--in
design, are not readily accessible for routine maintenance or require special
attention in the light of operational experience.
Deterioration may arise from various causes and can affect various parts of the
structure according to the design of the aircraft and the uses to which it is put.
Essentially, the main types of defects being inspected for are corrosion and
metal fatigue.
M7.18 (Cat A)
IR PART 66
Page: 627
Cleanliness
It is important that aircraft should be thoroughly cleaned periodically. Care
should be taken not to damage protective treatments when using scrubbing
brushes or scrapers. Any cleaning fluids used should have been approved by
the aircraft constructor. For final cleaning of a boxed--in type of structure an
efficient vacuum cleaner, provided with rubber--protected adaptors to prevent
damage, should be used. The use of air jets should be avoided as this may
lead to dirt, the products of corrosion, or loose articles, being blown from one
part of the structure to another.
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INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
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Crack emanating
from lightning strike
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INSPECTION, DISASSEMBLY, REPAIR
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Figure 307
Crevice corrosion
Defect Examples
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Stress cracking
Intergranular corrosion
Page: 628
M7.18 (Cat A)
IR PART 66
May 2004
General
The structure should be examined for any signs of distortion or movement between its different parts at their attachment points, for loose or sheared fasteners (which may sometimes remain in position) and for signs of rubbing or
wear in the vicinity of moving parts, flexible pipes, etc.
NOTES
1. A wing structure has been known to have had a rib sheared at its spar attachments due to the accidental application of an excessive load, without
any external evidence of damage, because the skin returned to its original
contour after removal of the load.
2. (For the inspection of bolted joints) The protective treatment should be
examined for condition. On light alloys a check should be made for any
traces of corrosion, marked discolouration or a scaly, blistered or cracked
appearance. If any of these conditions is apparent the protective treatment
in the area concerned should be carefully removed and the bare metal
examined for any traces of corrosion or cracks. If the metal is found satisfactory, the protective treatment should be restored.
NOTE: To assist in the protection of structures against corrosion some constructors may attach calcium chromate and/or strontium chromate sachets
to the vulnerable parts of the structure. The presence of chromate in the
sachets can be checked by feel during inspection. After handling these materials, the special precautions, e.g. hand washing, given in the constructors manual, should be followed.
3. In most cases where corrosion is detected in its early stages, corrective
treatment will permit the continued use of the part concerned. However,
where the strength of the part may have been reduced beyond the design
value, repair or replacement may be necessary. Where doubt exists regard-
M7.18 (Cat A)
IR PART 66
Page: 629
Visual Examination
Nearly all the inspection operations on aircraft structures are carried out visually and, because of the complexity of many structures, special visual aids are
necessary to enable such inspections to be made. Visual aids vary from the
familiar torch and mirrors to complex instruments based on optical principles
and, provided the correct instrument is used, it is possible to examine almost
any part of the structure.
NOTE: Airworthiness Requirements normally prescribe that adequate means
shall be provided to permit the examination and maintenance of such parts of
the aeroplane as require periodic inspection.
In order that the necessary repair procedures can be determined, the type and
extent of damage must be properly and thoroughly investigated.
To determine the damage category, the suspected or affected area must be
prepared by removing any foreign matter deposits from the component surface,
cutting out any broken, bent, heated, burnt or otherwise obviously damaged
areas of the component and removing loose rivets where apparent.
S In addition to the damaged or affected area itself, any adjacent attachment
points and/ or connections, through which abnormal loads may have been
transmitted, must be fully investigated.
S If misalignment or twisting of the airplane structure is suspected, alignment
and/ or levelling checks must be carried out.
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Inspection Techniques
The structure should be maintained in a clean condition and a careful check
should be made for any signs of dust, dirt or any extraneous matter, especially
in the more remote or blind parts of the structure. Loose articles such as
rivets, metal particles, etc., trapped during construction or repair, may be found
after the aircraft has been in operation for some considerable time. It is important to examine these loose articles to ensure that they did not result from damaged structure. It is generally easy to determine if a loose article has formed
part of the structure by its condition, e.g. an unformed rivet could be considered
as a loose article, but a rivet which had been formed would be indicative of a
failure.
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INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
May 2004
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INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Figure 308
Visual Examination
Mk 1 Eyeball
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M7.18 (Cat A)
IR PART 66
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Endoscopes
An endoscope (also known as an introscope, boroscope or fibrescope, depending on the type and the manufacturer) is an optical instrument used for the inspection of the interior of structure or components. Turbine engines, in particular, are often designed with plugs at suitable locations in the casings, which can
be removed to permit insertion of an endoscope and examination of the interior
parts of the engine.
In addition, some endoscopes are so designed that photographs can be taken
of the area under inspection, by attaching a camera to the eyepiece; this is
useful for comparison and record purposes.
One type of endoscope comprises an optical system in the form of lenses and
prisms, fitted in a rigid metal tube. At one end of the tube is an eyepiece,
usually with a focal adjustment, and at the other end is the objective head containing a lamp and a prism. Depending on the design and purpose of the instrument a variety of objective heads can be used to permit viewing in different
directions.
The electrical supply for the lamp is connected near the eyepiece and is normally supplied from a battery or mains transformer.
These instruments are available in a variety of diameters from approximately
6mm and are often made in sections which can be joined to make any length
required.
Right--angled instruments based on the periscope principle are also available
for use where the observer cannot be in direct line with the part to be examined.
A second type of endoscope uses cold light; that is, light provided by a remote
light source box and transmitted through a flexible fibre light guide cable to the
eyepiece and thence through a fibre bundle surrounding the optical system to
the objective head. This type provides bright illumination to the inspection area,
without the danger of heat or electrical sparking and is particularly useful in
sensitive or hazardous areas.
A third type of endoscope uses a flexible fibre optical system, thus enabling
inspection of areas which are not in line with the access point.
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Page: 631
M7.18 (Cat A)
IR PART 66
Dioptre ring
May 2004
Focusing ring
Eyepiece lens
Light
guide
Protective
sheath
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INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Typical Endoscope
Application
Flame
Tube
Igniter plug
hole
Focus control
Burner
Endoscope
Projection lamp
Objective lens
Interchangeable tips
Figure 309
Image guide
Operating
handle
Eyepiece
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Combustion
chamber
By-Pass
Duct
Page: 632
M7.18 (Cat A)
IR PART 66
May 2004
Magnifying Glass
The magnifying glass is a most useful instrument for removing uncertainty regarding a suspected defect revealed by eye, for example, where there is doubt
regarding the presence of a crack or corrosion. Instruments vary in design from
the small simple pocket type to the stereoscopic type with a magnification of
20x. For viewing inside structures, a hand instrument with 8x magnification and
its own light source is often used.
Magnification of more than 8x should not be used unless specified. A toopowerful magnification will result in concentrated viewing of a particular spot
and will not reveal the surrounding area. Magnification of more than 8x may be
used, however, to re--examine a suspected defect which has been revealed by
a lower magnification.
Inspection Mirrors
Probably the most familiar aid to the inspection of aircraft structures is a small
mirror mounted at one end of a rod or stem, the other end forming a handle.
Such a mirror should be mounted by means of a universal joint so that it can be
positioned at various angles, thus enabling a full view to be obtained behind
flanges, brackets, etc.
A useful refinement of this type of mirror is where the angle can be adjusted by
remote means, e.g. control of the mirror angle by a rack and pinion mechanism
inside the stem, with the operating knob by the side of the handle, thus permitting a range of angles to be obtained after insertion of the instrument into the
structure.
Mirrors are also made with their own source of light mounted in a shroud on the
stem and are designed so as to avoid dazzle. These instruments are often of
the magnifying type, the magnification most commonly used being 2x.
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When using any form of magnifier it is most important to ensure that the surface to be examined is sufficiently illuminated.
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Light Probes
It is obvious that good lighting is essential for all visual examinations and
special light probes are often used. For small boxed--in structures or the interior
of hollow parts such as the bores of tubes, special light probes (fitted with
miniature lamps) are needed. Current is supplied to the lamp through the stem
of the probe from a battery housed in the handle of the probe.
These small probes are made in a large variety of dimensions, from 5mm diameter with stem lengths from 50mm upwards.
Probes are often fitted with a magnifying lens and attachments for fitting an
angled mirror. Such accessories as a recovery hook and a recovery magnet
may also form part of the equipment.
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Lamp
Light probe
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Figure 310
Battery handle
Magnifying lens
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May 2004
NOTE:
Allowable Damage
Allowable damage is defined as damage which is slight or of little significance,
and is unlikely to be of sufficient severity to propagate further damage in the
immediate vicinity.
The damage must be classified either as Allowable Damage or Non-Allowable Damage (requiring a repair).
REPAIRABLE DAMAGE
Examination of damage
In order to facilitate the correct repair, once damage has been found, the full
extent and category of the damage must be determined. After cleaning and
investigating the damage and surrounding area, it can be classified into one of
the following categories (taking into account the location of the damage).
It is also important to consider what secondary damage may have occured to
the structure when carrying out an inspection of the damaged area. This is particularly important when the damage has been caused by shock to the structure, and the load path from the point of impact may be some distance away
from the observed damage.
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Non-repairable Damage
Non-repairable damage is defined as damage to structural components which
cannot be repaired and where replacement of the complete component is recommended as a repair is not practical or economical.
Non-Allowable Damage
Damage which exceeds the Allowable Damage limits must be repaired by
removing the damaged area of a structural component and inserting or attaching a reinforcing piece. These specific repairs are to be found in each chapter
of the SRM.
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General
The term damage refers to any permanent deformation or alteration of the
cross section of a structural component. Their are four general groups of action
that may cause damage, they are:
S Mechanical action
S Chemical action
S Thermal action
S Inherent metallic properties
DAMAGE CLASSIFICATION
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Distortion
S Any twisting, bending or permanent strain which results in misalignment or
change of shape. May be caused by impact from a foreign object, but
usually results from vibration or movement of adjacent attached components. This group includes bending, buckling, deformation, imbalance, misalignment, pinching and twisting.
Dent
S A dent is normally a damage area which is depressed with respect to its
normal contour. There is no cross sectional area change in the material;
area boundaries are smooth.
Crack
S A crack is a partial fracture or complete break in the material with the most
significant cross-sectional area change.
Gouge
S A gouge is a damage area of any size which results in a cross--sectional
area change. It is usually caused by contact with a relatively sharp object
which produces a continuous, sharp or smooth channel-like groove in the
material.
Scratch
S A scratch is a line of damage of any depth and length in the material and
results in a cross-sectional area change. It is usually caused by contact with
a very sharp object.
Mark
S A mark is to be understood as a damage area of any size where an accumulation of scratches, nicks, chips, burrs or gouges etc is present in such a
way that the damage must be treated as an area and not as a series of individual scratches, gouges etc.
General
In order to facilitate the classification of different repair procedures, the various
types of damage are grouped as follows:
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Dent
Scratch
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Figure 311
Distortion
Gouge
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Crease
Crack
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Hole
S A hole constitutes a complete penetration of the surface. It is usually
caused by impact of a sharp object.
Delamination/ Debonding
S Delamination or debonding is the separation of a laminate into its constituent layers.
Crazing
S A mesh of minute hairline surface cracks.
Nick
S A small loss of material, due to a knock etc at the edge of a member or
skin.
Abrasion
S An abrasion is a damage area of any size which results in a cross-sectional
area change due to scuffing, rubbing, scraping or other surface erosion; it is
usually rough and irregular.
Crease
S A damage area which is depressed or folded back upon itself in such a
manner that its boundaries are sharp or well defined lines or ridges.
Corrosion
S The destruction of metal by chemical or electrochemical action.
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Debonding (Stringer)
Delamination
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Figure 312
Hole
Abrasion
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Burn Marks
Nick
Page: 639
M7.18 (Cat A)
IR PART 66
May 2004
Visual Inspection
The following list details some of the equipment to help do a visual inspection
for corrosion:
S magnifying glass,
S mirrors,
S borescope, fiber optics,
S other equivalent equipment.
Inspection
Corrosion can be found by the following methods:
S visual inspection,
S dye penetrant inspection,
S ultrasonic inspection,
S eddy current inspection,
S X--ray inspection.
The applicable procedures are given in the Nondestructive Testing Manual
(NTM).
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Appearance
When inspecting a painted surface, corrosion is usally seen as:
S a scaly or blistered surface,
S a change of colour,
S blisters in the paint.
When there is corrosion on a metallic surface you will usually see a dulled or
darkened area and a pitted surface. White, grey or red dust or particles may
also be observed.
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Introduction
The early identification and removal of corrosion will help to maintain the serviceability, safety and function of the aircraft. This is only possible if the inspection for corrosion is done regularly and precisely.
All corrosion found must be immediately and completely removed. This is essential because corrosion which remains will cause new corrosion and further
decrease the strength of the structure.
After the corrosion is completely removed the extent of the damage must be
examined and compared with the allowable damage limits (Chapter 51--11--00
of the AMM).
Ensure that the repair area is given the correct surface protection to prevent
further corrosion (Chapter 51--21--00).
CORROSION REMOVAL
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Preparation
1. Before starting to remove corrosion, protect all adjacent areas/equipment
against the effect of chemical strippers, cleaning agents and surface treatment materials. Use suitable masking paper and tape.
WARNING: CLEANING AGENTS ARE DANGEROUS.
2. Remove all dirt, grease and other foreign matter from the affected area with
cleaning agent.
NOTE: Do not use cleaning agent (Material No. 11--004) on titanium parts located within high temperature areas (above 150oC (300oF)).
3. Two methods of paint removal are possible; mechanical and chemical.
4. Where the corrosion is light and contained within a small area, use the
mechanical method. Where the corrosion is heavy and covers a large area,
the use of paint strippers is recommended.
5. Any fasteners located within the area of corrosion and affected by the corrosion must be removed to prevent cross contamination between dissimilar
metals whilst the corrosion is being removed. Removal of the fasteners will
also permit a check for corrosion in the bore of the fastener holes.
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1. All areas of structural items or parts that are affected by corrosion are to be
treated immediately.
NOTE: It is advisable to make an initial assessment of the extent of the corrosion. It may be less costly (Man--hours and/or materials), to make a repair
than proceeding with the steps that follow.
2. In order to determine the extent of the damaged area, all corrosion must
first be removed. Removal of corrosion should be done by trained personel.
Refer to the applicable Chapter 52 - 57 to determine the type of repair if
required.
3. Ensure that all corrosion is completeiy removed before starting a repair.
Minor residues of corrosion can act as a starting point for further corrosion.
4. The following are a series of steps as a guide to corrosion removal. Depending on the situation not all steps will be applicable:
S clean the corroded area,
S remove paint from the corroded area,
S further cleaning of the area,
S removal of corrosion,
Check for complete removal of corrosion. If corrosion is still present, proceed
with the above work step removal of corrosion,
S blending out of affected area,
S check of allowable damage and repair if required,
S final cleaning,
S surface treatment.
NOTE: In case of installed fasteners in the area of corrosion, it is necessary to
remove all fasteners before starting with the removal procedure (refer to
Chapter 51--42--00).
5. Refer to Chapter 51--22--00 for information on the various types of corrosion and methods available for preventing corrosion.
6. Peening the surface after corrosion removal.
S For areas up to 10000 mm2 (15.50 in2) peening is recommended but not
required.
S For areas > than 10000 mm2 (15.50 in2) but < than 19000 mm2 (29.45 in2),
flap peen (Refer to Chapter 51--29--11) or shot peen with steel balls.
S For areas > 19000 mm2 (29.45 in2) shot peen with steel balls.
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Figure 313
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Rotary Files
The use of a rotary file or hand scraper is necessary when the corrosion is
heavy. Rotary files are suitable for use on aluninium and steel alloys.
1. Do the necessary preparation steps (previous page).
WARNING: THE USE OF SAFETY GOGGLES OR A FACE SHIELD IS MANDATORY WHEN USING MOTOR-DRIVEN ROTARY FILES.
2. Remove corrosion as necessary using a rotary file.
3. Using fine abrasive paper, polish the surface to a standard suitable for final
treatment.
Abrasive Blasting
NOTE: Abrasive blasting is not recommended for use internally.
Abrasive blasting is a widely used method of cleaning or finishing metal surfaces. In this procedure the metal surface is bombarded with a stream of abrasive particles. It is also a quick method of removing filiform corrosion and
scale from metal surfaces. Suitable portable abrasive blasters are available.
1. Do the necessary preparation steps (previous page).
WARNING: THE USE OF SAFETY GOGGLES OR A FACE SHIELD IS MANDATORY WHEN USING ABRASIVE BLASTING.
WARNING: AVOID INHALATION OF ABRASIVE DUST. GOOD VENTILATION
IS NECESSARY.
2. Remove the corrosion by blasting with glass beads.
NOTE: To obtain the best results, the gun nozzle should be positioned so that
the glass beads remove the corrosion in a path approximately 25mm wide.
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Figure 314
Abrasive Bead-Blasting
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Page: 645
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Neutralization
CAUTION: THIS PROCEDURE IS NOT SUITABLE FOR USE WHERE THE
NEUTRALIZING AGENT CAN GET INTO AREAS WHERE IT CANNOT BE
WASHED OFF.
CAUTION: ONLY USE NEUTRALIZING AGENT WHEN WASH PRIMER IS
TO FOLLOW.
Neutralization can be used to complete the corrosion removal where deep corrosion was found on aluminium alloys. The following is a typical neutralizing
procedure.
WARNING: NEUTRALIZING ACID Cr03 IS DANGEROUS.
1. Prepare a solution, 90g of Cr03 to 1 litre (O.198 lb to 0.2642 US gaL) of
water. Apply the solution to the area with a brush.
2. Allow the neutralizing agent to work for approximately 5 to 20 minutes.
3. Rinse off the neutralizing agent with running water, remove any brown or
yellow discolouration with a brush.
4. Dry the area with clean, lint-free cloths.
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Page: 647
M7.18 (Cat A)
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May 2004
Corrosion Removal
1. Do the necessary preparation steps (previous pages).
CAUTION: DO NOT USE CARBON STEEL BRUSHES OR STEEL WOOL ON
ALUMINIUM ALLOY SURFACES. TINY DISSIMILAR METAL PARTICLES
WILL BECOME EMBEDDED IN THE ALUMINIUM ALLOY AND CAUSE
FURTHER CORROSION WITH RESULTING DAMAGE TO THE PART.
2. Remove light corrosion with the use of emery cloth (Grade 240 to 400).
CAUTION: AVOID GENERATING HIGH TEMPERATURES WHEN USING
SCRAPERS, ROTARY FILES OR STAINLESS STEEL BRUSHES. THIS MAY
CHANGE THE MECHANICAL PROPERTIES OF THE MATERIAL.
3. Remove heavy corrosion using scrapers, rotary files or stainless steel
brushes.
4. Do the Checks for Corrosion Removal and Neutralization work steps
as applicable.
WARNING: CLEANING AGENTS ARE DANGEROUS.
5. Clean the area with cleaning agent.
6. Refer to the NTM, Chapter 51--10--04, Page Block 101, and establish the
remaining material thickness.
7. Refer to Chapters 52 - 57 (Page Block 101) as applicable, and establish if
further action is necessary.
8. Apply the appropriate surface protection as given in Chapter 51--75--12.
9. If applicable, renew any special coatings in the area (refer to Chapter
51--23--12).
Page: 648
Corrosion Removal
1. Do the necessary preparation steps (previous pages).
CAUTION: HAND-HELD POWER TOOLS MUST NOT BE USED ON HIGH
STRENGTH STEEL. TO AVOID OVERHEATING, EXERCISE EXTREME
CARE WHEN REMOVING CORROSION WITH TOOLS.
2. Remove the corrosion using abrasion by hand, stainless steel brushes or
abrasive blasting.
3. Clean the area with cleaning agent.
4. Do the Checks for Corrosion Removal and Neutralization work steps
as applicable.
5. Refer to the NTM, Chapter 51--10--04, Page Block 101, and establish the
remaining material thickness.
6. Refer to Chapters 52 - 57 (Page Block 101) as applicable and establish if
further action is necessary.
7. Apply the appropriate surface protection as given in Chapter 51--75--12.
8. If applicable, renew any special coatings in the area (Chapter 51--23--12).
Carbon steel in its heat-treated form is used in those areas where high structural or aerodynamic loads occur on the aircraft.
Red iron rust is one of the more familiar types of corrosion found on carbon
steel. This type of corrosion is generally caused by the formation of ferrous oxides due to atmospheric exposure. Red iron rust attracts moisture from the atmosphere which promotes additional corrosion. Red rust first shows on unprotected aircraft hardware such as bolts, nuts and exposed fittings.
Slight corrosion on highly stressed steel parts is potentially dangerous and the
rust must be removed and controlled. Corroded steel parts should be removed
from the aircraft where possible, for treatment.
Aluminum alloys are the most widely-used materials in the construction of aircraft. The most obvious sign of corrosion is a whitish deposit on the surface of
the metal, caused by chemical action. General etching, pitting or roughness of
the surface gives an indication of the early stages of corrosion. Procedures for
the removal of corrosion are as follows.
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M7.18 (Cat A)
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Titanium alloys are used in various areas in the aircraft structure, especially in
high temperature areas and areas where high strength members are exposed
to a corrosive environment. Exposure of the surface of titanium to fire resistant
hydraulic fluids (Skydrol) causes hydrogen embrittlement with subsequent pitting of the surface.
Titanium alloy is generally resistant to corrosion. Corrosion however, when it
does occur is recognized as a black or white coloured oxide.
Corrosion Removal
WARNING: SMALL CHIPS OR SLIVERS OF TITANIUM THAT RESULT
FROM MACHINING CAN EASILY IGNITE, AND ARE TO BE CONSIDERED
AS AN EXTREME FIRE HAZARD. IN THE CASE OF A FIRE DEVELOPING,
EXTINGUISH WITH DRY TALCUM POWDER, CALCIUM CARBONATE,
SAND OR GRAPHITE. DO NOT USE WATER, CARBON DIOXIDE, CARBON
TETRACHLORIDE OR ORDINARY DRY CHEMICAL FIRE EXTINGUISHERS.
1. Do the necessary preparation steps (previous pages).
2. Remove the corrosion or surface deposits by hand polishing. Use a soft
clean cloth together with aluminum polish.
3. Clean the area with cleaning agent (Material No. II--003 or 11--004).
Page: 650
The following process is suitable for removing and repairing corrosion damage
to cadmium plated parts in situ.
1. Do the necessary preparation steps (previous pages).
WARNING: PARTICLES OF CADMIUM ARE DANGEROUS. WEAR CORRECT PROTECTIVE CLOTHING TO PREVENT THE INHALATION OF CADMIUM PARTICLES.
2. Remove corrosion with a dampened abrasive pad.
NOTE: All contaminated cloths and abrasive pads must be collected and
placed in polythene bags for disposal in accordance with local instructions.
WARNING: CLEANING AGENTS (MATERIAL No. 11--003 AND 11--004) ARE
DANGEROUS.
3. CLean the area with cleaning agent (Material No. 11--003 or 11--004).
4. Renew the cadmium plating using the DALIC process (refer to Chapter
51--21--11, paragraph 3. A.. Alternatively, use the phosphating procedure
given in Chapter 51--21--11, paragraph 3.B..
5. Apply the appropriate surface protection as given in Chapter 51--75--12.
6. If applicable, renew any special coatings in the area (Chapter 51--23--12).
Stainless steel and nickel chromium alloys are used where corrosion resistance
is one of the major considerations in the design of structural parts and components. In most applications these steels will have no other surface protection
except for matching colour schemes of the surrounding structure, dissimilar
metal protection or organic coatings. Stainless steels however, are not to be
considered free from the possibility of corrosion occurring.
Corrosion on these steels usually appears as pitting, usually black in colour.
The existence of corrosion prevents a passivated environment on the surface
of the steels, and creates an active--passive corrosion cell. It is necessary
therefore, that the corrosion is removed completely.
Corrosion Removal
Use the same procedures as those given for carbon steel (refer to previous
pages).
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NOTE: Do not use cleaning agent (Material No. 11--004) on titanium parts located within high temperature areas (above 150 OC (300 OF).
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Pretreatments
Pretreatment is the initial treatment of the metal and has the following functions:
S To increase the corrosion resistant properties of the metal by chemical or
electrolytical procedures,
S To give a good surface for the adhesion of the subsequent paint coats.
One procedure that is used to prevent corrosion is to apply a thin layer of different metal. This layer has a lower electrolytical potential than the main metal. If
corrosion occurs it will remove the thin layer first. This is referred to as sacrificial corrosion prevention.
The table gives you the pretreatments which are usually used to give the maximum resistance to corrosion. For details of each treatment and its use refer to
Chapter 51--21--11.
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Anodizing
Chromating
May 2004
Magnesium
Zinc Spraying
Cadmium Plating
Silver Plating
Hard Chromium or
Nickel Plating
Phosphatisation
Cadmium
Plating
Wash-Primer
Chemical conversion
coating
Chromic or sulphuric
anodizing
Pretreatment
Titanium
CorrosionResistant
Steels
Steel
Alloys
Aluminium
Alloys
Material
Remarks
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Page: 653
M7.18 (Cat A)
Thin layer of pure zinc. Used when in contact with aluminium alloy. Decreases galvanic effects. Sacrificial
protection.
Used when in contact with aluminium alloys. Decreases galvanic effects. Sacrificial protection.
Electrolytical treatment, good resistance against fretting corrosion under hot conditions.
Electrolytical treatment to prevent contact of moisture and oxygen with the steel alloy. Highly resistant to
wear, low coefficient of friction.
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Aluminium
Oxidize
Electric
May 2004
EL OX AL
Eloxadizing
This process is comparable to anodizing but is done with sulphuric acid.
Anodizing
Acid
Chromic
CAA
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Disadvantage
S Eloxation layers have ceramic properties - that means they are not elastic.
Parts that are subject to bending or other distortions can crack more easily
because of their eloxation layer.
Anodizing is used with all integrally milled structural components of Airbus airplanes. In addition it is used on all bonded surfaces and on the outer skin of the
fuselage. On the A300--600 and A310 airplanes almost all surface sheet metals
(as shown in the illustration) are anodized in addition to the plated coat.
Al - Alloy
CAA--Layer
In this case a hard and brittle layer is created, which is very resistant to wear
but cracks easily.
Anodizing
Acid
Sulphuric
SAA
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Anodizing
Is an electrolytic process that physically alters the surface of the metal to produce a tough oxide layer on the surface. Anodizing is particularly suited to use
on aluminium alloys. The process uses either chromic or sulphuric acid as the
electrolyte
This treatment is called CAA by the manufacturers.
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THE FOLLOWING SAFETY INSTRUCTIONS HAVE TO BE OBSERVED WHEN USING SOLUTIONS, CLEANERS, CORROSIVES,
ADHESIVES, CHROMIUM TREATMENT AND PAINTS:
S Do not inhale the fumes for a long time. Do not use the above-mentioned
materials in small rooms without sufficient ventilation.
S Avoid contact of these materials with your skin. Rubber or plastic gloves
must be worn when working with solutions, cleaning agents, corrosives,
etching mediums, and CCC material (Alodine and Iridite).
Chemical treatment of the surface is used when anodic oxidation (eloxation) is
not possible or not advisable.
The protective covers that are created present a good contact area for paint
and improve chemical continuity.
A number of methods exist for chemical treatment. In recent years, acidic surface treatments without electrical current have been introduced for aluminium
and aluminium alloys. These are procedures for chromium or phosphate plating. the corrosion protection is not quite as high as with the eloxation process,
but much more economical.
Chromium and phosphate plating procedures differ in the kind and strength of
the created layers.
NOTE:
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When chromium plating the thickness of the layers is not more than 0.001mm.
Phosphate plating layers can reach a thickness of up to 0.003mm.
In the maintenance manuals, standard processes manuals and structural repair
manuals you will find notes for the application of these surface protection procedures.
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Boeing
Boeing use a two-layer system.
These layers are applied to the completely pretreated sheet metal surfaces.
The first layer is applied to the chromium-treated or anodized sheet metal surface.
Airbus
The following three layers comprise the paint system for the Airbus outer fuselage skin:
S Wash Primer (for cohesion): a passivating cohesion primer on a Polyvinylacetate base (PVA).
S Paint Primer (Intermediate Primer): a Polyurethane lacquer with corrosion
inhibitors like zinc-chromate or strontium-chromate, fully cured, and
S Coating Lacquer: a Polyurethane topcoat.
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All coatings that are manually painted or sprayed on components are called
paint finishes.
We talk about a paint finish when the applied substance builds a layer whose
thickness can be measured after drying.
Another property of a paint finish is that the paint can be removed with corrosives or by any other means in case of repair. A paint system is the complete
build up of all layers of a paint finish.
The build-up of consecutive individual layers is carried out by following precise
working instructions which are established in close cooperation with the paint
manufacturers and the paint shops.
In the course of the production of a certain aircraft type over many years,
modifications to the surface preparatory treatment, the composition of primers
and coating lacquer are common.
A paint system that has been specified by the respective authorities is principally applicable to all aircraft types. The layers consist of type-approved specified products.
PAINT FINISHES
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AND ASSEMBLY TECHNIQUES
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Purpose
There are two main reasons for paint finishes on airplanes and airplane parts:
S a pleasant finish to the outside airplane surface, and
S The protection of the cabin, the structure and parts against corrosion, erosion, mechanical damage etc.
Only approved paint finishes can satisfy these requirements.
The wear of paint finishes in operation varies strongly from aircraft to aircraft. It
depends on the area of operation, long or short haul distances etc.
Apart from the normal ageing process, mechanical and chemical stresses and
maintenance occurrences affect paint deterioration. Because of this, it is not
laid down how and when the overhaul and renewal of the paint finish should
take place. Usually the person responsible for the analysis test will determine
the extent of the repair, taking into account whether there are any special requests (such as paint removal for crack testing or colour change etc).
Paint finish has to be checked for general condition; that means surface polish,
brittleness, cracks, colour change, satisfactory adhesion, separation due to
chemicals, etc. It has to be checked very carefully to make sure there is no corrosion below the finish. If in doubt, small test areas have to be removed.
When checking paint finish, the type of future stresses and duration till the next
overhaul have to be taken into consideration.
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
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M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Figure 316
Paint Build-Up
Aluminium Alloy
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Wash Primer
FCR
Intermediate Primer
Polyurethane
Topcoat
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M7.18 (Cat A)
IR PART 66
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CAUTION:
PRIMER
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
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May 2004
2.5
1.5
1.75
2.25
Figure 317
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Time
Temperature
20
25
15
Curing at 45 - 75 %
Humidity
Curing at 30 - 35 %
Humidity
Curing Time
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IR PART 66
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Cure Times
S Dry so that dust will not cling after 30 minutes.
S Can be sprayed over after a minimum of 4 and a maximum of 72 hours. After that it has to be sanded.
Depth hardening after about 4 hours (can be shortened by heating up to
125oC).
Thickness of layer of one cross-coat 0.012 up to 0.015mm (dry film).
INTERMEDIATE PRIMER
M7 MAINTENANCE PRACTICES
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AND ASSEMBLY TECHNIQUES
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IR PART 66
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Figure 318
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
TIME
15
TEMPERATURE
20
Curing at 45 - 75 %
Humidity
Curing at 30 - 35 %
Humidity
25
2.25
2.5
2.75
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M7.18 (Cat A)
IR PART 66
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After chemical reaction has taken place (thermo--setting), the primer is relatively resistant to chemical attack.
Resistance to hydraulic oils is not guaranteed at curing times less than 72
hours.
Epoxy Primers can contain zinc-chromates but no phosphoric acid. This makes
them very suitable for coating steel parts with a breaking strength of more than
180 KSI / 1240 N/mm2.
Phosphoric acid would cause hydrogen embrittlement.
Pot life time: 4 hours
Cure time: 24 hours at 18oC
Resistant to hydraulic oil (short contact) after 36 hours.
Resistant to hydraulic oil for 5 hours at 80oC (before oven-drying a vapourizing
time of one hour is needed).
If you do not observe the minimum cure times before the application of new
paint, decreased adhesion and corrosion protection can result.
EPOXY PRIMER
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AND ASSEMBLY TECHNIQUES
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M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
Figure 319
Epoxy-Primer Application
Flaptracks
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Cowlings (inside)
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M7.18 (Cat A)
IR PART 66
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Coating lacquers can be protected against general aging and decay by an additional clear varnish. The life--span of a multi-layer paint finish system can thus
be increased by 25 - 50%.
For aviation use, a special Clear Coat UVR (Ultra violet Resistant) is available. Several manufacturers have already integrated this protection into their
respective coating lacquers.
Desmodur
(Hardener)
Desmophen
(Base Lacquer)
DD-Coating
COATING LACQUERS
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Time h
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INSPECTION, DISASSEMBLY, REPAIR
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15
Top Coat
Temperature
20
Figure 320
60 - 75 % Humidity
30 - 50 % Humidity
25
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IR PART 66
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ELECTRICALLY-CONDUCTIVE PAINTS
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AND ASSEMBLY TECHNIQUES
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Figure 321
Electrostatic Coating
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M7.18 (Cat A)
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May 2004
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M7.18 (Cat A)
IR PART 66
May 2004
WHEN USING MATERIALS SUCH AS DINITROL, IT IS ESSENTIAL TO PROTECT CABLES, WIRES, SEALS AND
CAUTION:
Dinitrol AV 8 is a highly viscous water-displacing compound with strong surface-wetting and gap-penetrating (capillary action) characteristics.
After drying, this compound builds up a dry film of about 8 thickness.
DINITROL AV 8 is used as a precautionary corrosion protection in the landing
gear areas, pylon areas and on fittings.
Existing corrosion can be stopped or inhibited by AV 8 if it cannot be removed
by maintenance immediately.
AV 8 can be removed with naphtha (Varsol) or with tri- or per- chlorethylene.
Alkaline degreasing agents are also applicable to a certain extent.
DINITROL AV 8 replaces AV 5, AV 5--2, AV 5B, AV 5 B-2.
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PARTS OF THE OXYGEN SYSTEM FROM INGRESS OF DINITROL, WHICH ATTACK SEALS AND CAN CAUSE AN EXPLOSION WHEN IT CONTACTS OXYGEN.
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DINITROL
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INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
May 2004
Electrical equipment. Any electrical circuits that are to be worked onshould have
their fuses taken out or the circuit breakers tripped. This should be indicated by
a secure tag at the fuse or C/B position to say that the circuit is made safe and the
fuse or C/B should not be refitted.
All systems/components should be made safe before work commences. This will
include:
Safety
The correct equipment should be available. It may include slings; hoists; special
tools; special test sets/test rigs; a standard tool kit.
The person doing the job should have the appropriate skills/ training/
qualifications. And, for some tasks, the correct number of qualified people should
be available.
Preparation
M7 MAINTENANCE PRACTICES
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AND ASSEMBLY TECHNIQUES
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Heavy items. The movement of heavy items needs pre--planning -- the correct
number of personnel, correct lifting equipment, access for equipment, etc.
Items containing liquids, which may be harmful chemicals etc. This category
includes hydraulic fluids, battery electrolytes, engine oils, toilet system fluids,
engine fuels, coolants etc. These fluids can be harmful if in contact with the skin,
eyes or ingested by mouth. They should be drained carefully into correctly labelled
containers and protective clothing warn. Disposal or re--use will depend on local
regulations. If in doubt do not re--use.
M7.18 (Cat A)
IR PART 66
May 2004
For some components the aircraft may have to be jacked (some stress panels,
landing gear, wheels and the retraction mechanism, for example). For system
components the system must be made safe (see above).
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Assembly
As stated above it is usually in the reverse order of dismantling, but in general
the following applies (the item numbers are related to those above):
1. New rivets are used after the joint is cleaned and jointing compound is used
(check the SRM -- Structure Repair Manual). They may have to be oversize
rivets due to hole enlargement -- check that this is possible.
2. There is usually not enough material left to re--weld the joint, so additional
material will be required in the form of an insertion or the fitting of a new
panel or panels by welding or some other approved means.
3. New material will have to be found in the form of an insert or new panels.
These may be fitted by adhesive bonding, bolting, riveting etc -- depending
on the manual.
4. Clamps can be re--fitted provided they are serviceable and clamping nuts
torque loaded whilst gently tapping the assembly lightly with a hammer to
help the clamp settle. The clamping nuts will need locking (split pins, lock
wire etc).
5. Taper pins are usually replaced. The hole might need re--reaming with a
taper reamer and the next larger taper pin fitted -- check the manual. Lock
into position by: opening the legs if a spilt taper pin; fitting a nut (which is
usually peened afterwards); peening the small end of the taper pin.
6. Screws, nuts, bolts, captive nuts, etc are replaced if necessary.Threads are
lubricated, left dry, or coated with a locking compound, then tightened as
per the manual. Then torque loaded if required and locked using locking
wire, split pins (cotter pins) etc. Screwdrivers, spanners, sockets etc are
used. Star washers are replaced. Spring washers are replaced if they have
lost their springiness and/or lost their sharp edge top or bottom.
7. As 6.
8. Similar to 6. above but fitment is maybe by the use of two nuts locked to
each other on the protruding end (turning down on the top nut), or the use
of a stud box, or using a stud insertion and removal tool.
9. Quick release fasteners are connected in reverse to their disconnection
procedure. Replace if damaged.
can be eased away. Place all parts in order, bag and label if necessary.
Protect from dust and the possibility of corrosion/deterioration. Carry out
any inspection/modification/tests as necessary. Replace any items that fail
any inspections/tests and any that might deteriorate in the foreseeable
future such as seals, locking devices etc.
M7 MAINTENANCE PRACTICES
INSPECTION, DISASSEMBLY, REPAIR
AND ASSEMBLY TECHNIQUES
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Testing
After assembly the component is always tested. This can include any one, or
more, of the following depending on the component.and the manual.
S Bonding, continuity, equipment.
S BIT tests -- various components
S Capacity test -- batteries.
S Leakage tests -- hydraulic components, pneumatic components, batteries.
S Functional tests to include correct displays, correct inputs and outputs,
movement (range, sense, speed -- rpm, cm/min -- etc), sound, vision
(speakers/CRT screens).
S Balance -- for balanced rotating components etc.
10.Wire circlips should be replaced, others can be reused provided they are
undamaged and retain their springiness.
11. Push fit items are fitted in reverse order to removal.
12. esting after assembly the component is more, of the following
dependingmanual.
always tested. This can include any one, or
on the component and, of course, the
M7.18 (Cat A)
IR PART 66
Aug 2004
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
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M7.19 (Cat A)
IR PART 66
Aug 2004
M7.19 (Cat A)
IR PART 66
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Lightning strikes usually travel rearward from the initial lightning strike touch
point on the fuselage and the engine nacelle surfaces aft of the engine inlets.
Cases have occurred where airplane components have become strongly
magnetized due to a lightning strike. It is possible that a lightning strike discharge could send a heavy electrical current through the metal airframe structure. This electric current creates a magnetic field and magnetizes components.
Possible internal damage to the airplane due to lightning strike could be to
electrical power systems and external light wire. While the electrical system is
designed to be resistant to lightning strikes, a high intensity lightning strike
could damage these components:
S Fuel Valves
S Generators
S Power Feeders
S Electrical Distribution Systems
The most likely areas for lightning strikes are the fuselage nose section and
trailing-edge tips. The external components most likely to be hit are listed
below:
S Nose Radome
S Nacelles
S Wing Tips
S HorizontaL Stabilizer Tips
S Elevators
S Vertical Fin Tips
S Ends of the Leading Edge Flaps
S Trailing Edge Flap Track Fairings
S Landing Gear
S Water Waste Masts
S Pitot Probes
S External Lights.
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General
Aircraft use all necessary and known types of lightning strike protection. The
basic protection is the almost all-metal external structure. The external structure acts as a shield which protects the internal areas from lightning strike.
Also, the external structure protects the electrical systems and wiring from
electromagnetic interference.
If the airplane is hit by lightning, the following actions must be carried out:
1. A general walk-round inspection of the airplane to find the areas of the
strike and discharge.
2. If signs of damage are found, carry out a detailed inspection of the damaged area to establish the amount of damage.
Lightning strikes usually result in two types of damage:
S Direct Damage - Surface is burned, melted or shows signs of metallic distortion at two or more attachment points.
S Indirect Damage - Large electrical transients on the wiring which might
cause damage to electrical systems equipment.
If a lightning strike has caused a system malfunction, a full inspection of that
defective system must be carried out.
A lightning strike will usually cause small circular melt marks approximately 1/8
inch in diameter. The melt marks may be confined to one area or may be randomly placed over a large area. Holes with a 1/4 inch diameter or greater are
possible if a high intensity lightning strike occurs. Other signs of lightning strike
might be burnt or discoloured skins and rivets.
The lightning strike conditional inspection covers these areas:
S External Surfaces
S Static Dischargers
S Fuel System Valves
S Integrated Drive Generator (IDG) and Related Wires
S Hydraulic Fittings in the Tail Section
S Radio Systems
S Navigation Systems
S Bonding Jumpers
LIGHTNING STRIKE
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Aug 2004
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Figure 322
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M7.19 (Cat A)
IR PART 66
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HIRF Protection
Aircraft have been required to comply with HIRF requirements since early
1992. They have therefore been certificated to various HIRF standards, which
range from no requirement through to the current policies and standards.
The basic concern for better identification and protection from HIRF has arisen
for the following reasons:
A. Operation of modern aeroplanes is increasingly dependent upon electrical/electronic systems, which can be susceptible to electromagnetic interference.
B. The increasing use of non--metallic materials like carbon or glass fibre in
the construction of the aeroplane reduces their basic shielding capability
against the effects of radiation from external emitters.
C. Emitters are increasing in number and in power. They include ground-based systems (military systems, communication, television, radio, radars and satellite uplink transmitters), as well as emitters on ships or
other aircraft.
Modifications to aircraft should be assessed by the manufacturer for the effects
that could be caused by exposure to HIRF, irrespective of the original
certification basis.
New aircraft designs must be tested, before being certified, against electromagnetic penetration. If a problem is identified, the aircraft must be redesigned
to effectively reduce the intensity level of the penetrating fields.
Introduction
Modern aircraft use digital control systems to perform critical functions. Such
control units installed on aircraft are vulnerable to external phenomena such as
high intensity electromagnetic fields. Electromagnetic interference from external sources can cause an upset of the digital systems control unit and major
damage to the aircraft.
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
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IR PART 66
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M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Figure 323
Radiation Source
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M7.19 (Cat A)
IR PART 66
Aug 2004
Hard Landing
The hard landing procedure is for hard landings at or below the maximum design landing weight limits.
The pilot is responsible for making the decision whether a structural inspection
is necessary.
If the landing is also overweight, the Overweight Landing Inspection, not the
Hard Landing Inspection, must be done.
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IR PART 66
Page: 682
When the conditional inspection tells you to examine a component, check for
the following faults and replace or repair components (if necessary):
S Cracks
S Pulled-apart structure
S Loose paint (paint flakes)
S Twisted parts (distortion)
S Bent components
S Fastener holes that become enlarged or elongated
S Loose fasteners
S Fasteners that have pulled out or are missing
S Delaminations
S Misalignment
S Interference
S Other signs of damage.
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The inspection is divided into two phases.
The Phase I inspection is applicable when a Hard Landing or a High Drag/Side
Load Landing occurs.
If the inspection during Phase I does not indicate that damage has occurred,
no further inspections are necessary.
If, however, the Phase I inspection indicates that damage has occurred, the
Phase II inspection is necessary.
HARD LANDING
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Aug 2004
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Figure 324
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Aug 2004
M7.19 (Cat A)
IR PART 66
NOTE:
Page: 684
General
The data that follows applies to a severe or unusual turbulence condition.
OVERLIMIT INSPECTION
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General
The structural inspection in this task is applicable after a severe turbulence or
buffet condition.
It also applies to stalls (after the initial buffet or stick shaker condition) or airplane speeds above the design speed.
When the conditional inspection tells you to examine a component, look for
these conditions (replace or repair components, if it is necessary).
S Cracks
S Pulled apart structure
S Loose paint (paint flakes)
S Twisted parts (distortion)
S Bent components
S Wrinkles or buckles in the structure
S Fastener holes that became larger or longer
S Loose fasteners
S Fasteners that have pulled out or are missing
S Delaminations (a component with one or more Layers pulled apart)
S Parts that are not aligned correctly
S Fibre breakouts
S Misalignment
S Interference (clearance that is not sufficient between the parts)
S Discoloration (heat damage)
S Nicks or gouges
S Other signs of damage.
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Aug 2004
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
Figure 325
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Aug 2004
M7 MAINTENANCE PRACTICES
ABNORMAL EVENTS
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M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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M7.20 (Cat A)
IR PART 66
Aug 2004
Customized Manuals
The following manuals are supplied to the customer, they are type-effective
and reflect the customers configuration.
AMM
Aircraft Maintenance Manual
MM
Maintenance Manual
IPC
Illustrated Parts Catalogue
AIPC
Aircraft Illustrated Parts Catalogue
WDM
Wiring Diagram Manual
TYPES OF MANUALS
M7.20 (Cat A)
IR PART 66
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Aircraft Manuals are prepared by the manufacturers, eg Boeing Commercial
Airplane Company or Airbus Industries, in accordance with the Air Transport
Association of America Specification Number 100:
S ATA 100 - Specifications for Manufacturers Technical Data.
This specification is the industrys recommended format and contains standards
for technical manuals written by aviation manufacturers and used by airlines and
others within the aviation industry.
AIRCRAFT MANUALS
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Aug 2004
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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M7.20 (Cat A)
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The subject matter in each manual is divided into chapters and groups of
chapters to facilitate the location of information by the user.
This chapterisation provides a functional breakdown of the entire airplane.
Information on all units comprising a system will be found in the chapter identified by the name of that system, or by a general name indicative of the several
systems which may be covered in that chapter.
Thus, all units relating to the generation and distribution of electrical power are
covered in Chapter 24 ELECTRICAL POWER, while electrically-driven pumps
and valves serving the fuel system are covered in Chapter 28 FUEL.
All units in the elevator control system, which includes hydraulic, mechanical
and electrical units are included in Chapter 27 FLIGHT CONTROLS.
MANUAL ARRANGEMENT
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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M7.20 (Cat A)
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Time Limits
Dimensions and Areas
Lifting and Shoring
Levelling and Weighing
Towing and Taxing
Parking and Mooring
Required Placards
Servicing
Processes And Procedures
Aug 2004
AIRFRAME SYSTEMS
20
General
21
Air Conditioning
22
Autopilot
23
Communications
24
Electrical Power
25
Equipment and Furnishings
26
Fire Protection
27
Flight Controls
28
Fuel
29
Hydraulic Power
30
Ice And Rain Protection
31
Instruments
32
Landing Gear
33
Lights
34
Navigation
35
Oxygen
36
Pneumatic
37
Vacuum
38
Water and Waste
AIRCRAFT
5
6
7
8
9
10
11
12
13
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Electronic Panels And Multi-Purpose
Airborne Auxiliary Power
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For detailed usage of each manual, refer to the INTRODUCTION section in the
appropriate manual.
POWER PLANT
70
Engine Standard Practices
71
Power Plant General
72
Engines
73
Engine and Fuel Control
74
Ignition
75
Air
76
Engine Controls
77
Engine Indicating
78
Exhaust
79
Oil
80
Starting
81
Turbines
82
Water Injection
83
Accessory Gear Boxes
PROPELLERS / ROTOR
60
Propellers and Rotors Standard Practice
61
Propellers
65
Rotors
STRUCTURES
51
Structure General
52
Doors
53
Fuselage
54
Nacelles and Pylons
55
Stabilizers
56
Windows
57
Wings
39
49
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Temporary Revisions
Temporary revisions, printed on yellow paper, will be issued as necessary
to alert the customer of configuration differences and to provide temporary
instructions prior to the next scheduled revision.
Revisions
Revision service to these manuals will be issued frequently. Pages that are
revised will be so indicated on the list of effective pages by an asterisk (*) and
identified by both a date and a page code.
On each individual page, the revised area is indicated by a revision bar on the
left margin.
REVISION SERVICE
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MAINTENANCE PROCEDURES
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M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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M7.20 (Cat A)
IR PART 66
Aug 2004
SUBJECT NUMBERING
The chapters of the Maintenance Manual are broken down into sections and
subjects. They are numbered in a three--part subject--numbering system.
S The first number in the subject number is the CHAPTER number and
serves to identify the major functional system.
S The middle part of the number is the SECTION number and serves to
identify all of the coverage pertaining to a particular system, subsystem or
group of related assemblies, including all items that are functionally a part of
the system or related assemblies.
S The last part of the number is the SUBJECT number and serves to identify
all information relative to a specific unit, minor assemblies, simple system or
simple circuit.
Complete system information is included in subjects, identified by the third part
of the subject number being a <--0> number.
The descriptions of items which comprise the system or sub-system are also
included with complete system information to the extent necessary for understanding how they work in performing their function within the system.
In those cases where the items are sufficiently complex, additional description
and operation type information is given at item level.
M7.20 (Cat A)
IR PART 66
TOPIC OR SUB--TOPIC
Description and Operation
Troubleshooting
Maintenance Practices
Servicing
Removal and Installation
Adjustment / Test
PAGE BLOCK
1 to 100
101 to 200
201 to 300
301 to 400
401 to 500
501 to 600
The page blocks for these topics and sub--topics are as follows:
Page: 694
PAGE IDENTIFICATION
The four elements of page identification are (located at the lower page margin):
S Chapter--Section--Subject Number
S Page Number
S Page Data
S Page Code Number
The subjects are divided into reasonably small topics and sub--topics to enable
the user to locate the desired information more rapidly.
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General
The Maintenance Manual contains the information necessary to enable the
mechanics to service, troubleshoot, functionally check and repair all systems
and equipment installed in the aircraft.
It includes information necessary for the mechanic to perform maintenance
procedures or make minor repairs to any item on the aircraft either on the line
or in a maintenance hangar. It also covers the configuration of the aircraft as
delivered to the customer.
The Maintenance Manual does not contain information relative to work
normally performed on items or assemblies removed from the aircraft.
MM MAINTENANCE MANUAL
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Aug 2004
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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INDEX SYSTEM
The Numerical Index is a complete alpha--numerical listing of all part numbers
contained in the Detailed Parts List of the Illustrated Parts Catalogue.
The index is divided into two sections :
S Numerical Index -- Alpha
S Numerical Index -- Numeric.
The Numerical Index also displays substitution information on interchangeable
standard part numbers.
The Specification Cross Reference Index is divided into two sections and is
common to all customers.
S The first section is titled Specification Number Sequence, cross-referencing the Manufacturer Specifications to the vendor part number and
vendor code.
S The second section is titled Vendor Part Number Sequence,
cross--referencing the vendor part number and code to the Manufacturer
specification.
The Aircraft Customer Manufacturing and Registry Number Index relates
the effectivity code shown in the Detailed Parts List to the corresponding:
S aircraft effectivity number
S manufacturing number
S and registry number.
The Vendors Name and Address Index, with supply codes, is a list of
vendors referenced in the Detailed Parts List and is common to all customers.
The list is arranged in vendor code number sequence.
The Major Drawing Number Index is an indentured breakdown denoting only
the major aircraft sections and system installation drawing numbers.
SUBJECT NUMBERING
The subject numbering is the same as for the Maintenance Manual.
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General
The Manual describes maintenance of a component in the workshop. It does
not describe maintenance of the component when it is installed in the aircraft.
This manual contains technical data, maintenance and repair procedures for
components. The data and figures of component parts are given a separate
IPC.
The Aircraft Manufacturers Component Maintenance Manual is comprised of:
S A record of revisions
S A letter of transmittal
S A list of effective pages not exclusive to topics corresponding to
overhaulable units
S An introduction
S A list of chapters
S An alpha--numerical index
S A tab divider per chapter
S A table of contents per chapter
S A Component Maintenance Manual for specific items and a Component
Maintenance Sheet for specific items.
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MAINTENANCE PROCEDURES
Aug 2004
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23
25
27
28
30
32
33
34
36
49
52
53
55
56
57
76
Communications
Equipment and furnishings
Flight controls
Fuel
Ice and rain protection
Landing gear
Lights
Navigation
Pneumatic
Airborne aux. power
Doors
Fuselage
Stabilizers
Windows
Wings
Engine control
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General
The CMM and CMS are classified into systems (Chapters) and sub--systems
(Sections), each item being identified by a part number (P/N) and assigned an
ATA 100 reference.
Information concerning all items of a system are identified by the reference of
that system, eg
System (Chapter), 27 -- Flight Controls.
In each system, the information concerning all items of a sub--system are
identified by the reference of that sub--system. Thus, all components relating to
the ailerons and tabs of system (Chapter) 27 --Flight Controls are included in
sub--system (Section) 10 -- Aileron and Tab.
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301 and on
401 and on
501 and on
DISASSEMBLY
General
Equipment and Materials
List of Procedures
Procedure
CLEANING
Equipment and Materials
Procedure
CHECK
General
Procedure
Aug 2004
601 and on
101 and on
REPAIR
General
Equipment and Materials
Normal Repair
Special Repair
1 and on
701 and on
IR PART 66
Page: 702
M7.20 (Cat A)
ASSEMBLY
General
Equipment and Materials
List of Procedures
Procedure
Storage after Assembly
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INTRO 1 and on
INTRODUCTION
General
Revision Service
List of Abbreviations
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MAINTENANCE PROCEDURES
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S
S
S
S
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Page: 704
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MPD General
The Maintenance Planning Data (MPD) document provides maintenance
planning information necessary for each aircraft operator to develop a
customized scheduled maintenance program.
This document lists all manufacturer-recommended scheduled maintenance
tasks and satisfies (in part) the Federal Aviation Administration (FAA) and Joint
Aviation Authorities (JAA) requirement that a manufacturer provide instructions
for continued airworthiness as specified in FAR 25.
Periodic (scheduled) maintenance tasks outlined in this document may include,
but are not limited to, the following sources:
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
(AD NOTES)
AIRWORTHINESS
DIRECTIVES
Aug 2004
VENDOR
MANUALS
MAINTENANCE
MANUAL
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Figure 326
SERVICE
BULLETINS
SERVICE
LETTERS
CARDS
JOB
VOL 1
MAINTENANCE
REQUIREMENTS
REVIEW &
PROPOSAL
DOCUMENT
AIRCRAFT
MAINTENANCE
PROGRAMME
(MPD)
INDEXES
&
MAINTENANCE
PLANNING
DOCUMENT
AIRLINES
MANUFACTURER
TASK CARDS
MSG-3
AIRLINE/
MANUFACTURER
MAINTENANCE
PROGRAM
PLANNING
DOCUMENT
ATA
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VOL 4
VOL 3
JAA/FAA
MAINTENANCE
REVIEW BOARD
REPORT
VOL 7
VOL 6
JAA / FAA
Page: 705
VOL 8
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VOL 9
VOL 5
VOL 2
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(AD NOTES)
AIRWORTHINESS
DIRECTIVES
Aug 2004
VENDOR
MANUALS
MAINTENANCE
MANUAL
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Figure 327
SERVICE
BULLETINS
SERVICE
LETTERS
CARDS
JOB
VOL 1
MAINTENANCE
REQUIREMENTS
REVIEW &
PROPOSAL
DOCUMENT
AIRCRAFT
MAINTENANCE
PROGRAMME
(MPD)
INDEXES
&
MAINTENANCE
PLANNING
DOCUMENT
AIRLINES
MANUFACTURER
TASK CARDS
MSG-3
AIRLINE/
MANUFACTURER
MAINTENANCE
PROGRAM
PLANNING
DOCUMENT
ATA
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VOL 4
VOL 3
JAA/FAA
MAINTENANCE
REVIEW BOARD
REPORT
VOL 7
VOL 6
Page: 707
JAA / FAA
VOL 8
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VOL 9
VOL 5
VOL 2
Aug 2004
C-Check
There are also two different C--Check intervals specified for Boeing 757
maintenance. These are identified in the interval column of the Systems,
Structural and Zonal programs.
S The Systems (including lubrication) and Zonal C--Check interval is 6,000
flight hours or 18 months, whichever comes first. The Systems/Zonal
C--Check is designated 1C. No multiple C--Check intervals should be
escalated until at least one aircraft inspection has been accomplished at
12,000 flight hours for 2C items, 18,000 flight hours for 3C items and 24,000
flight hours for 4C items.
S The Structures C--Check interval is 3,000 flight cycles or 18 months, whichever comes first. The Structures C--Check is designated S 1C. Some
structures tasks have a calendar limit interval instead of the normal letter
check interval described above. The following provides an explanation for
the interval difference.
A-Check
There are two different A--Check intervals specified for Boeing 757
maintenance. These are identified in the interval column of the Systems,
Structural,and Zonal programs.
S The Systems (including lubrication) and Zonal A--Check interval is 500 flight
hours. The Systems/Zonal A--Check is designated 1A.
S The Structural A--Check interval is 300 flight cycles and is designated S
1A.
Transit Check
The Transit Check (TC) is intended to assure continuous serviceability of a
transiting aircraft. This check is planned for use at an en-route stop and is
basically a walk--around inspection which requires a check of both the aircraft
interior and exterior for obvious damage, leaks, correctly operating equipment,
security of attachments and required servicings.
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C-Check (cont..)
The original Maintenance Review Board Report (MRBR) S 1C interval was
3,000 flight cycles or 15 months (whichever came first) and the S 2C, S 3C and
S 4C intervals were multiples thereof.
A revision of the MRBR (issued 11/90), was based on current accumulated service experience. The MRBR calendar time limit for S 1C, S 2C, and S 3C was
escalated to 18, 36 and 54 months respectively with the S 4C remaining at 60
months.
However, based on fleet--wide corrosion findings, the initial (starting point) interval for a selected number of structural inspection tasks was kept at 15, 30,
and 45 months. Consequently, the MRBR interval for these tasks was changed
from S1C, S 2C and S 3C to 3,000 cycles/15 months, 6,000 cycles/30 months
and 9,000 cycles/45 months, respectively.
The interval for any of these calendar-based tasks (15, 30, 45 or 60 months)
can be adjusted, as with any other structural inspection task, by an operator,
based on their service experience as noted in the Maintenance Program Rules
and Operating Rules of the MRBR.
The Systems Maintenance and Zonal Inspection Programs are flight-hour
sensitive; whereas, the Structural Inspection Program is flight cycle or calendar
time sensitive.
Separation of these A and C check definitions provides an operator with maximum flexibility in scheduling and packaging the systems/structural/zonal tasks
based on aircraft utilization.
The table opposite summarizes the Basic Maintenance Check Intervals applicable to the Boeing 757. The maintenance program utilizing these check intervals is intended for normal aircraft/airline daily utilization.
Task intervals are expressed in hours, cycles, calendar time or a letter check.
Individual operators may convert intervals (based on aircraft utilization) to their
desired units provided such conversion does not result in exceeding the
frequencies identified herein.
An operator may package any or all of the tasks not specified at one of the
basic check intervals into one of the basic checks, provided such packaging
does not exceed the interval shown for the task.
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General
Many of the scheduled maintenance tasks listed in the MPD document are to
identify the frequency of accomplishment in terms of a letter check, eg 1A, 2A,
1C, etc. These letter checks and the other checks are defined as follows.
MAINTENANCE CHECKS
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Aug 2004
Figure 328
PRIOR TO FLIGHT
500 FLIGHT HOURS
300 FLIGHT CYCLES
6,000 FLIGHT HOURS OR 18 MONTHS *
3,000 FLIGHT CYCLES OR 18 MONTHS *
12,000 FLIGHT CYCLES OR 72 MONTHS *
Maintenance Checks
INITIAL INTERVALS
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MAINTENANCE CHECKS
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MAINTENANCE PROCEDURES
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Modification
Whenever a UK--registered aircraft (or an engine, or propeller fitted to such an
aircraft) is modified, the Certificate of Airworthiness is invalidated until such
time as the modification is approved by the CAA (either directly or through the
procedures of an organisation approved by the CAA for the purpose).
Type Certificate
Certification of the design of an aircraft is normally declared by the granting of
a Type Certificate, for which a pre--requisite will be Type Certification of any
engines and/or propellers fitted.
Subject to compliance with any additional requirements that may be imposed,
an aircraft that conforms with the type certificated design will be eligible for a
Certificate of Airworthiness.
Certificate of Airworthiness
The internationally-recognised standard for the airworthiness of a civil aircraft is
a Certificate of Airworthiness issued in accordance with the Convention on
International Civil Aviation (ICAO Chicago Convention). An aircraft which
cannot show compliance with the standards required for the award of a
Certificate of Airworthiness, but nevertheless can be considered airworthy
(subject to specified limitations), may be granted a Permit to Fly.
To qualify for a Certificate of Airworthiness the design of an aircraft must be
shown to comply with appropriate design standards, and the individual aircraft
must be shown to have been constructed in conformity with the approved
design.
Introduction
A modification is any change to the design of a product.
MODIFICATION PROCEDURES
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Once the stores inspector is satisfied he will issue a Release Voucher and
transfer the part to the Bonded Store. A register is kept detailing all Release
Vouchers that have been issued. This contains details of the component and
the identity of the issuer.
Parts and components are issued from the Bonded Store to be installed onto
the aircraft.
Part of the release voucher is returned to the stores with the removed item.
Information from the returned voucher will have been completed by the mechanic or engineer installing the new part.
This information is used by Technical Records to track the part and serial
number of components installed on a particular aircraft.
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STORES PROCEDURES
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Aug 2004
Goods Inwards
OIL
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Figure 329
Bonded Store
Quarantine Store
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Aircraft
Page: 713
M7.20 (Cat A)
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CERTIFICATION/RELEASE PROCEDURES
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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M7 MAINTENANCE PRACTICES
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Figure 330
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MAINTENANCE PROCEDURES
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MAINTENANCE RECORDS
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
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Primary Maintenance
There are three types of primary maintenance processes practised today.
1. Hard Time. This is a preventative process in which known deterioration of
an item is limited to an acceptable level by the maintenance actions which are
carried out at periods related to time in service (eg calendar time, number of
cycles, number of landings).
These actions normally include
S servicing
S overhaul
S partial overhaul and
S replacement.
This process is applied to an item when
S the failure of the item has a direct adverse effect on airworthiness and
where evidence indicates that it is subject to wear or deterioration
S there is a hidden function which cannot be checked with the item in-situ
S wear or deterioration exists to such an extent that a time limit is
economically desirable
S component condition or life progression sampling is practised, and
S limitations are prescribed in a Manufacturers Warranty.
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Introduction
This section gives general information on the concepts and practices of aircraft
maintenance control by the use of Condition Monitored Maintenance.
Confidence in continued airworthiness has long been based on the traditional
method of maintaining safety margins by the prescription of fixed component
lives and by aircraft strip-down policies.
However, there has been a need for change to this basic philosophy of aircraft
maintenance, influenced by
S the economic state of the industry
S changes in aircraft design philosophy, and
S progress in engineering technology.
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Aug 2004
M7 MAINTENANCE PRACTICES
MAINTENANCE PROCEDURES
Figure 331
Time to Change
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66
67
69
71
M7.3 TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PUNCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SAWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SAW BLADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aug 2004
FILE SHAPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
77
75
21
21
21
21
23
25
25
29
39
45
55
57
TOOL HUSBANDRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOOL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOOL CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARDS OF WORKMANSHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
USE OF WORKSHOP MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIMENSIONS, ALLOWANCES & TOLERANCES . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MEASUREMENT UNIT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RULES AND SCALES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SQUARES AND GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BALL GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MARKING OUT AND TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FILING
20
3
5
PERSONAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIRE--GENERAL PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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99
99
105
DRILL GRINDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRILLING SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
107
111
115
117
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEBURRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMMON DRILLING PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WORK CLAMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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119
121
123
127
91
93
95
91
DRILLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TWIST DRILL NOMENCLATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRILL TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
79
79
81
83
85
87
89
FILE CUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GRADE OF CUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROPER WORKING POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FILE TECHNIQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FILING OF RADII . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRAW FILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING DIRTY FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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141
143
145
163
163
167
169
173
183
195
199
201
211
213
Aug 2004
THREAD FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THREAD PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HAND THREADING TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HAND TAPPING TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TYPE OF TAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
219
221
223
225
227
T H R E A D C U T T I N G . . . . . . . . . . . . . . . . . . . . . 218
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COUNTERSINKING TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GUIDELINES FOR COUNTERSINKING . . . . . . . . . . . . . . . . . . . . . . . . .
COUNTERSINK CUTTING AGENTS / SPEEDS . . . . . . . . . . . . . . . . . .
C O U N T E R S I N K I N G . . . . . . . . . . . . . . . . . . . . 198
R E A M I N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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281
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283
283
283
283
285
291
293
295
297
299
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303
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315
317
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321
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SYSTEMS OF FITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FASTENERS -- HOLE AND DRILL DATA -- METALLIC STRUCTURE
WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TWIST LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD METHODS FOR CHECKING SHAFTS & BEARINGS . .
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331
339
355
357
359
362
362
362
362
362
362
362
362
362
362
362
362
362
362
362
362
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M7 MAINTENANCE PRACTICES
367
369
375
381
389
393
401
403
403
Page iii
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
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403
403
403
403
405
407
411
419
421
423
Aug 2004
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RIVETED JOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
UNITS OF MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTER-RIVET BUCKLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIMPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOOLS USED FOR SOLID RIVETING . . . . . . . . . . . . . . . . . . . . . .
HOLE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HOLE PREPARATION (CONTD) . . . . . . . . . . . . . . . . . . . . . . . . . . .
430
433
439
441
443
445
451
453
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSULATION RESISTANCE MEASUREMENT . . . . . . . . . . . . . . . . . . .
GROUNDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
BONDING RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BONDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
TERMINAL BLOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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SPARE WIRE CAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CRIMPING-INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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470
504
508
508
508
508
510
512
Page iv
BEARINGS (GENERAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SLIDING BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANTI-FRICTION BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BEARING DEFECTS AND THEIR CAUSES . . . . . . . . . . . . . . . . . . . . .
BEARING DEFECTS AND THEIR CAUSES (CONTD) . . . . . . . . . . . .
EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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517
517
517
521
531
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535
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540
542
544
546
548
550
552
554
556
556
560
562
EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GEARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL OF BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION OF BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION OF ANTI-FRICTION BEARINGS . . . . . . . . . . . . . . . . .
BEARINGS THAT CANNOT BE DISASSEMBLED . . . . . . . . . . . . . . . .
BEARINGS THAT CAN BE DISASSEMBLED . . . . . . . . . . . . . . . . . . . .
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600
602
610
621
572
592
592
...
657
661
663
650
650
650
652
654
657
627
635
635
636
638
640
642
648
648
Page v
BOWDEN CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/C STORAGE METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RETURN TO OPERATION (PARKING OF NOT MORE THAN 2 DAYS)
PAGE: 594
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STORAGE (CONTD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRCRAFT REFUELLING/DEFUELLING . . . . . . . . . . . . . . . . . . . . . . . .
GROUND SERVICING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . .
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669
671
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LIGHTNING STRIKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HIGH INTENSITY RADIATED FIELDS (HIRF) . . . . . . . . . . . . . . . . . . .
HARD LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SEVERE OR UNUSUAL TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . .
OVERLIMIT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MANUAL ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REVISION SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MODIFICATION PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CERTIFICATION/RELEASE PROCEDURES . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE INSPECTION/QUALITY CONTROL/QUALITY
ASSURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE RECORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTROL OF LIFE-LIMITED COMPONENTS . . . . . . . . . . . . . . . . . . .
716
718
720
678
680
682
684
684
690
692
710
714
EPOXY PRIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COATING LACQUERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRICALLY-CONDUCTIVE PAINTS . . . . . . . . . . . . . . . . . . . . . . . .
WATER-REPELLENT FLUID AND CORROSION INHIBITORS . . . . .
DINITROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIS--ASSEMBLY AND RE--ASSEMBLY TECHNIQUES . . . . . . . . . . . .
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Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
TABLE OF FIGURES
M7 MAINTENANCE PRACTICES
4
6
8
10
12
14
16
19
22
24
26
28
30
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
68
70
72
74
76
78
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Figure 67
Figure 68
Figure 69
Figure 70
File Cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Working Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
File Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing of Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Draw Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cleaning Dirty Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Twist Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Twist Drill Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . .
Drill Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Machine Spindle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Grinding Drill Point Angles . . . . . . . . . . . . . . . . . . . . . . . . .
Drill Grinding Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . .
Grinding Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stationary Drill Machine . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pillar Drill Work Sequence . . . . . . . . . . . . . . . . . . . . . . . . .
Hand-Held Drill Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Hand Held Drill Motors . . . . . . . . . . . . . . . . . . . . .
Hand Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Keyed Chuck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using The Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deburring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pillar Drill Clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Drill Clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drill Stop and Drill Guide . . . . . . . . . . . . . . . . . . . . . . . . . .
Nut Plate Drill Jig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hole Finder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drill Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drill Size Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . .
RPM Table IV - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . .
Table IV - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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94
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98
100
102
104
108
110
112
114
116
118
120
122
128
130
134
136
138
140
144
146
147
148
149
150
151
152
Aug 2004
Table IV - 2 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 4 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 4 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table IV - 5 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic Types Of Fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ISO Fits (Hole Basis) - British Standard 4500 . . . . . . . .
Table Of Defect Criteria (ATA-Chapter 51--40--05) . . . .
Reamer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Space Of Cutting Edges . . . . . . . . . . . . . . . . . . . . . . . . . .
Machine Reamer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Reamer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot and Pilot Chuck Reamer . . . . . . . . . . . . . . . . . . . . . .
Expansion Hand Reamer and Taper Reamer . . . . . . . . .
Adjustable Hand Reamer . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 1 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 2 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 2 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V- 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table V - 5 (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reaming Advice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Example Table Of Sheet Thickness For Countersinking
Standard Countersink . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Microstop Countersink . . . . . . . . . . . . . . . . . . . .
Microstop Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Back Countersinking . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spotfacer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cutting Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cutting Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Figure 89
Figure 90
Figure 91
Figure 92
Figure 93
Figure 94
Figure 95
Figure 96
Figure 97
Figure 98
Figure 99
Figure 100
Figure 101
Figure 102
Figure 103
Figure 104
Figure 105
TABLE OF FIGURES
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153
154
155
156
157
158
159
164
166
168
170
172
174
176
178
180
182
184
185
186
187
188
189
190
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192
196
200
202
204
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215
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SCALE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engineering Drawing -- Standard Layout . . . . . . . . . . . .
Types And Use Of Lines . . . . . . . . . . . . . . . . . . . . . . . . .
Break Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repetitive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common Drawing Symbols -- Holes . . . . . . . . . . . . . . .
Common Drawing Symbols -- Recessed Holes . . . . . .
Typical Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface Texture Symbols . . . . . . . . . . . . . . . . . . . . . . . . .
First Angle Projection . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Angle Projection . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sectional View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PART, HALF AND STAGGERED SECTIONS . . . . . . .
AUXILIARY VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIMENSIONING FROM A COMMON DATUM . . . . . .
Dimensional Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . .
Detail Drawing 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Detail Drawing 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exploded - View Drawing . . . . . . . . . . . . . . . . . . . . . . . . .
Schematic Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drawing Storage Methods . . . . . . . . . . . . . . . . . . . . . . . .
Fits and Clearances - Fundamentals . . . . . . . . . . . . . . .
Basic Types Of Fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clearance Fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types Of Fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 1 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 2 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 3 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 4 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 5 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 6 . . . . . . . . . . . . . . . . . . . .
Extracts From Airbus SRM -- 7 . . . . . . . . . . . . . . . . . . . .
Figure 139
Figure 140
Figure 141
Figure 142
Figure 143
Figure 144
Figure 145
Figure 146
Figure 147
Figure 148
Figure 149
Figure 150
Figure 151
Figure 152
Figure 153
Figure 154
Figure 155
Figure 156
Figure 157
Figure 158
Figure 159
Figure 160
Figure 161
Figure 162
Figure 163
Figure 164
Figure 165
Figure 166
Figure 167
Figure 168
Figure 169
Figure 170
Figure 171
Figure 172
Figure 173
TABLE OF FIGURES
M7 MAINTENANCE PRACTICES
282
284
286
288
290
292
294
296
298
300
302
304
306
308
310
312
314
316
318
320
322
324
326
328
332
334
336
338
340
341
342
343
344
345
346
Figure 174
Figure 175
Figure 176
Figure 177
Figure 178
Figure 179
Figure 180
Figure 181
Figure 182
Figure 183
Figure 184
Figure 185
Figure 186
Figure 187
Figure 188
Figure 189
Figure 190
Figure 191
Figure 192
Figure 193
Figure 194
Figure 195
Figure 196
Figure 197
Figure 198
Figure 199
Figure 200
Figure 201
Figure 202
Figure 203
Figure 204
Figure 205
Figure 206
Figure 207
Figure 208
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372
374
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380
382
388
390
392
394
396
398
400
402
404
406
408
410
412
414
416
Aug 2004
Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
418
Bonding resistance measurement . . . . . . . . . . . . . . . . .
420
Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
422
Measurement of insulation resistance . . . . . . . . . . . . . .
424
Continuity testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
426
Solid Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
432
Fastener Edge Distance . . . . . . . . . . . . . . . . . . . . . . . . .
434
Dimensions for Driving Non-Fluid-Tight Solid Rivets (Boeing) . .
435
Figure 218 Grip Ranges/Recommended Lengths: Standard Aluminium
Alloy Rivets (Boeing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
436
Figure 219 Dimensions for Driving Non-Fluid-Tight Solid Rivets (Boeing) . .
437
Figure 220 Dimensions for Driving Fluid-Tight Solid Rivets (Boeing) . . . . . . .
438
Figure 221 Standard Drill Sizes & Decimal Equivalents . . . . . . . . .
440
Figure 222 Fuel Tank Fastener Spacing . . . . . . . . . . . . . . . . . . . . . .
442
Figure 223 Dimpling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
444
Figure 224 Rivet Guns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
446
Figure 225 Rivet Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
448
Figure 226 Rivet Squeezers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
450
Figure 227 Minimum Part Thickness for 100o Countersinking . . .
452
Figure 228 Underhead Radius/Chamfer Limits . . . . . . . . . . . . . . . .
454
Figure 229 Bucking Bars - Details . . . . . . . . . . . . . . . . . . . . . . . . . . .
456
Figure 230 Upset Rivet Dimension (Airbus) . . . . . . . . . . . . . . . . . . .
458
Figure 231 Formed Head Defects and Limits (Airbus) 1 . . . . . . . .
459
Figure 232 Formed Head Defects and Limits (Airbus) 2 . . . . . . . .
460
Figure 233 Acceptable Limits for Cracks (Airbus) . . . . . . . . . . . . . .
462
Figure 234 Cracks Analysis: Shop Head (Boeing) . . . . . . . . . . . . .
463
Figure 235 Cracks Analysis: Non-Fluid-Tight Rivets (Boeing) . . . .
464
Figure 236 Cracks Analysis: Fluid-Tight Rivets (Boeing) . . . . . . . .
465
Figure 237 Gap Analysis: Rivet Heads/Tails (Boeing) . . . . . . . . . .
466
Figure 238 Solid Rivet Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
468
Figure 239 Correct Tube Alignment . . . . . . . . . . . . . . . . . . . . . . . . . .
471
Figure 240 Clamp Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
473
Figure 241 Single Flare Fittings and Tools . . . . . . . . . . . . . . . . . . . .
475
Figure 209
Figure 210
Figure 211
Figure 212
Figure 213
Figure 215
Figure 216
Figure 217
TABLE OF FIGURES
M7 MAINTENANCE PRACTICES
Figure 242
Figure 243
Figure 244
Figure 245
Figure 246
Figure 247
Figure 248
Figure 249
Figure 250
Figure 251
Figure 252
Figure 253
Figure 254
Figure 255
Figure 256
Figure 257
Figure 258
Figure 259
Figure 260
Figure 261
Figure 262
Figure 263
Figure 264
Figure 265
Figure 266
Figure 267
Figure 268
Figure 269
Figure 270
Figure 271
Figure 272
Figure 273
Figure 274
Figure 275
Figure 276
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518
522
524
526
528
532
534
536
537
541
543
545
547
549
551
553
555
Aug 2004
Cable Tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
557
Locking turnbuckles . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
559
Typical Remote Control System . . . . . . . . . . . . . . . . . . .
561
Types of Teleflex Cable and Typical Sliding End Fittings . . . . . . .
563
Teleflex System Components . . . . . . . . . . . . . . . . . . . . .
565
Teleflex Distributor Box and Torsion Drive . . . . . . . . . .
567
Teleflex Conduit Connectors . . . . . . . . . . . . . . . . . . . . . .
569
Assembly of Teleflex Sliding End Fitting . . . . . . . . . . . .
571
Bowden Control Components 1 . . . . . . . . . . . . . . . . . . .
573
Bowden Control Components 2 . . . . . . . . . . . . . . . . . . .
575
...............................................
584
...............................................
587
Examples of Protection Devices on Fuselage . . . . . . .
593
Parking Intervals (Not More Than 2 Days) . . . . . . . . . .
595
Protection Devices on Engine . . . . . . . . . . . . . . . . . . . . .
597
Parking Intervals (not more than 12 weeks) . . . . . . . . .
599
Aircraft Storage - Inspection Intervals . . . . . . . . . . . . . .
601
A/C Storage - Inspection Intervals . . . . . . . . . . . . . . . . .
603
Typical Fuelling/Defuelling Safety Zone . . . . . . . . . . . .
611
DC and 3 Phase Connectors . . . . . . . . . . . . . . . . . . . . .
623
Defect Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
628
Visual Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
630
Endoscope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
632
Typical Light Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
634
Types of Structural Damage 1 . . . . . . . . . . . . . . . . . . . .
637
Types of Structural Damage 2 . . . . . . . . . . . . . . . . . . . .
639
Corrosion Removal Tools . . . . . . . . . . . . . . . . . . . . . . . . .
643
Abrasive Bead-Blasting . . . . . . . . . . . . . . . . . . . . . . . . . .
645
Different Paint Systems . . . . . . . . . . . . . . . . . . . . . . . . . .
658
Paint Build-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
660
Influence of Humidity by Application of Primer I . . . . .
662
Influence of Humidity by Application of Primer II . . . . .
664
Epoxy-Primer Application . . . . . . . . . . . . . . . . . . . . . . . .
666
Top Coat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
668
Figure 281
Figure 282
Figure 283
Figure 284
Figure 285
Figure 286
Figure 290
Figure 292
Figure 295
Figure 296
Figure 297
Figure 298
Figure 299
Figure 300
Figure 301
Figure 306
Figure 307
Figure 308
Figure 309
Figure 310
Figure 311
Figure 312
Figure 313
Figure 314
Figure 315
Figure 316
Figure 317
Figure 318
Figure 319
Figure 320
Figure 277
Figure 278
Figure 279
Figure 280
TABLE OF FIGURES
M7 MAINTENANCE PRACTICES
Figure 321
Figure 322
Figure 323
Figure 324
Figure 325
Figure 330
Figure 331
Electrostatic Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Lightning Strike Areas . . . . . . . . . . . . . . . . . . . .
Radiation Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hard Nose Gear Contact . . . . . . . . . . . . . . . . . . . . . . . . .
Example of Designed-In Safety Factors . . . . . . . . . . . .
Sample: Release-To-Service Certificate . . . . . . . . . . . .
Time to Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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