CONTENTS

CONTENTS ----_-__-_------------ ________________ -___-------------

CHAPTER 1. AIRCRAFT STRUCTURES
General --------_-______________________________~~~~~~~~~~~~~~~ 1
Major Structural Stresses _________ -----------------_- ____________ 1
Fixed-Wing Aircraft _- ___________ -------------_- ________________ 2
Fuselage -------------___________________________-~-~~~~~~~~~~~ 2
Wing Structure ------------ _____ ---_------------_----- _________ 6
Nacelles or Pods ----------------__-_--------------------------- 13
Empennage __-__----_-----------~~~~~~~~~~~~~-~--------------~~ 16
Flight Control Surfaces ___________ ------- ________________________ 18
Landing Gear ----_----__________----------~--~~~~~~~~~~~~~~~~~~ 23
Skin and Fairing _---------------________________________------- 24
Access and Inspection Doors _______ ------.---_-_- ________________-- 24
Helicopter Structures -- -__________ ------------ ___________________ 24
CHAPTER 2. ASSEMBLY AND RIGGING
General ________--------------~~~~~~-~------------~~~~~~~~~~~~~
Theory of Flight ______________-_________________________-------
Aerodynamics -_-_____________________________________----------
The Atmosphere -___-___---------_______________________----~.-~~
Pressure -------_________________________________--------------
Density --------________________________________~~~~-----------
Humidity -_----__________________________________-------------
Bernoullis Principle and Subsonic Flow ____________ -_-_---_--------
Motion --------____------------~~~~~~~~---~---------~~-~~~~~~~
Airfoils -------- ________ -_---_-- _______________ ----------- _____
Center of Gravity ________________________________ ---------------
Thrust and Drag ----------------__-_____________________-------
Axes of an Aircraft -------------- ____ ---_---------- _____________
Stability and Control ____________ - _________________ -_-----------_
Control -_------________________________________---------------
Flight Control Surfaces ________ --- _____________ -_--------------__
Control Around the Longitudinal Axis ____________ ----------___-___
Control Around the Vertical Axis --__---_-_-------- _____________--
Control Around the Lateral Axis --- _________ ------------_- ________
Tabs ----______--__---------~~-~~-------------~~~~~~~~~~~~----
Boundary Layer Control Devices __________________ --------_- ______
Forces Acting on a Helicopter -----_-_-------------- _____________-
Helicopter Axes of Flight --------- _______ ---------- ______________
High-Speed Aerodynamics -------- _______ ----------- ___________--
Typical Supersonic Flow Patterns -- ____ -_-------------- ___________
Aerodynamic Heating ------------___-__----------~--- ___________
Flight Control Systems __-_------- _____________ ----------- _______
Hydraulic Operated Control Systems ______________ ----------- _____
Cable Guides ___----------------________________ _____________--
Mechanical Linkage __________---___________________________----
. . .
111
V
27
27
27
27
27
28
28
29
29
30
33
33
35
35
39
40
41
44
44
45
48
49
55
56
59
64
64
65
66
68
V
CHAPTER 2. ASSEMBLY AND RIGGING-( Cont.)
Torque Tubes -__----_----_--___-----~~~~~~--------~~--~~~-----~
stops -------___- ____ ----_- ____ --___-- ____ - ____ --- _______ ---__-
Control Surface Snubbers and Locking Devices ______ --- _______ --___-
Aircraft Rigging ---__----_--___----_--~~~~~~~~~---~~-~~~~-----~
Rigging Checks __ ---_-__-_----_-____----~-----~~-~~~----~-----~
Adjustment of Control Surfaces ___--_-_-- ____ -_-__---__- _____ -___-
Helicopter Rigging -_--------___----__- ____ ---__---__--___------
Principles of Balancing or Re-balancing _-- _________ --- _______ - ____ -
Re-balancing Procedures ________ - ____ -- _________ --- _______ --___-
Methods---..-__------------------------------------------------
CHAPTER 3. AIRCRAFT FABRIC COVERING
Aircraft Fabrics ______ -- ________ - ____ -- _________ ---__--___-----_
Miscellaneous Textile Materials ___--___-- ____ ---__---__- ____ -----_
S earns ____--________-_________________________----------------
Applying Covering -__-------__------__________ ______ ---- ______-
Covering Wings __-___-------___-----~~-~~~----~~~~~~~---~~~~~~-
Covering Fuselages ___--------__-----__--~~----~~~~-.-----~~~~~~-
Ventilation, Drain, and Inspection Openings ___---- _______ --- ______-
Repair of Fabric Covers ----- ____ -----__-_-_---- _______ --- ______-
Replacing Panels in Wing Covers _---- _______ ---- ______ ---- _______
Recovering Aircraft Surface with Glass Cloth -__--- ____ -__-_- _______
Causes of Fabric Deterioration ________ -- ____ -----__-__---__-----_
Checking Condition of Doped Fabric ---__--- ______-_- - ______-_____
Testing Fabric Covering - ________ -----__---_--_- ____ -_----- ______
Strength Criteria for Aircraft Fabric ---__---_---- ____ -__-- ________
Dopes and Doping ____-----_____-----_~--------~~~~-~~~~--~~~~~~
DopeMaterials-------------------------------------------------
Aluminum-Pigmented Dopes __-__-----__---__ -_- ____ - ______------
Temperature and Humidity Effects on Dope ________-_____-___--____
Common Troubles in Dope Application --__---_---- ____ - ______--____
Technique of Application _------- ______-_________---_______ ------
Number of Coats Required ___- --- ______-____---_- - --__----- ------
CHAPTER 4. AIRCRAFT PAINTING AND FINISHING
General _____________--_________________________---------------
Finishing Materials - ____ -__-----_---- ______ --_-_----- _________ -_
Paint Touchup -_-____---__-----_--____________________~~~-----~
Identification of Paint Finishes ___c-____---__----------~--~~-----~
Paint Removal _______________________ -- _____ - _______ ---__-----_
Restoration of Paint Finishes __-_- ______ ---__---_---_-___- ____ --__
Nitrocellulose Lacquer Finishes -_-_-____---__-----------.----.------
Acrylic Nitrocellulose Lacquer Finish -_-___-__----_-----_-~--~~~-~~
Epoxy Finishes __-____--__-----_----~~~-~~----~-----~~~-~~~~~-~
Fluorescent Finishes __---__----- ___________ ----------___-_-_---_
Enamel Finishes ______ ---___- _________ ---__--_---- ____ -___-----_
Paint System Compatibility ____ -_- _____ ---__--------_-__-__------
Methods of Applying Finishes __________ ---__---------- ______ ----_
Preparation of Paint __---___----_---- __________ ---_--___-- ______
68
68
69
70
72
75
77
80
83
83
85
88
89
91
93
95
95
99
103
104
104
106
106
107
107
108
109
109
109
110
111
113
113
117
117
117
118
118
119
120
121
121
122
122
123
vi
CHAPTER 4. AIRCRAFT PAINTING AND FINISHING--( Cont.)
Common Paint Troubles ________________________________________- 124
Painting Trim and Identification Numbers _________________________ 125
Decalcomanias (Decals) --------------------____________________-
125
CHAPTER 5. AIRCRAFT STRUCTURAL REPAIRS
Basic Principles of Sheet Metal Repair ____________________________
General Structural Repair ---------------_--_____________________
Inspection of Damage _---------------------~~~~~~~~----~~---~---
Classification of Damage _________________ - ______________________
Stresses in Structural Members ___________________________________
Special Tools and Devices for Sheet Metal ----- __________ ___________
Metalworking Machines ______ -_-_-_-------- _____________________
Forming Machines -___-_-------------------~~~~~-~~~-~-~~-------
Forming Operations and Terms __--__---_-_-- _____________________
Making Straight Line Bends ______ -- ____ ---- _____________________
Setback ___----------___________________________~~~~~~~~~~-~~~~
Making Layouts -_----____________ _____________________________
Hand Forming --~~~-_--_------------------~~~~~----------------
Rivet Layout -_------________________________________----------
Rivet Installation -----_______-_---------------------------------
Preparation of Rivet Holes _ __ __ __ __ __ __ __ _ - - ___ __ __ _ _ __ ____ _ -_ _- -
Driving Rivets ------- ____________ --------- ______ -_-__-_--------
Rivet Failures -------_________--_---------~~~~~~~~-------------
Removing Rivets -----_________-_-_--____________________-------
Special Rivets -_------____________---------~~~~~----------------
Self-Plugging (Friction Lock) Rivets __-------_____---_-_----------
Self-Plugging (Mechanical Lock) Rivets ------_____--_-------------
Pull-Thru Rivets _----___________-_--____________________-------
Rivnuts ---______----___________________________---------------
Dill Lok-Skrus and Lok-Rivets __------------____--________________
Deutsch Rivets -------_______--------------~--------------~~~~~~
Hi-Shear Rivets ________________________________________--------
Specific Repair Types -_--------------________________________~~~
Structural Sealing ________________ -_------- _________ ------------
Metal Bonded Honeycomb ____ ---------- ____ ---------- ___________
Construction Features - ___________ -_--------___------------- _-___
Damage--------------------------------------------------------
Repairs ___-------_-__----------~~~~~~~~~~--~~~~~~~~~~~-~------
Repair Materials __--- ________ ------------_-_-------- ___________
Potted Compound Repair ____----------_____-----~~~~~~~~~~~~~~~-
Glass Fabric Cloth Overlay Repairs _______________________________
One Skin and Core Repair Procedures __------__--------_- _________
Plastics ________________________________________---------------
Transparent Plastics -- _______ ------- _______ ---- ________________-
Storage and Protection ___________ ---_------_------------ ________
Forming Plastics ____________________ ------ _____ ----------- _____
Installation Procedures - _______ ------- ______ -----__- ____________-
Laminated Plastics __-- ______ ------ _________ --- ______________----
Fiber Glass Components _____________ -------___----------- _______
Radomes ________________________________________--------------
Wooden Aircraft Structures __--_------- _____ ----- ________________
Inspection of Wooden Structures ----- ________ ----- ____________----
Service and Repair of Wooden Structures -----___--------__________
Gl ues ____---_______---_______________________-----------------
Gl uing _____-__________________________________----------------
127
129
130
131
131
133
136
141
145
146
148
151
155
164
166
168
173
175
177
177
178
181
184
184
186
187
187
189
198
200
201
201
202
205
206
208
209
213
213
214
215
220
221
221
223
224
224
228
230
232
vii
CHAPTER 5. AIRCRAFT STRUCTURAL REPAIRS-( Cont.)
Spliced Joints --- __________ ----_-___-___--- ______ --___-_-- ______
Plywood Skin Repairs __---_-- - _____ ----_--- ______ --- ___________
Spar and Rib Repair __-___--___-___-___------------------------
Bolt and Bushing Holes ____ ----_-___-___----_--___________ ______
Rib Repairs _--___________--___-____________________-----------
CHAPTER 6. AIRCRAFT WELDING
General _---_-___----_---_-_____________________~~~~~---~~~~~~~
Oxyacetylene Welding Equipment _____ -- _______ --__-- _______ ---___
Welding Positions _--__------___----_------------ ______ --- ______
Welded Joints ________________________________________----------
Expansion and Contraction of Metals __--- __________ -- _______ ---___
Correct Forming of a Weld __________ ---_- _____ -_- _____ - ______ -__
Oxyacetylene Welding of Ferrous Metals --_--___----__-__---- ______
Welding Nonferrous Metals Using Oxyacetylene __----_____----______
Titanium _--______--__---________________________--------------
Cutting Metal Using Oxyacetylene ---_---_-_-__---- _____ --- _______
Brazing Methods __-___-----____--__---~--~~~~---~~~~~----~~~~~~
Soft Soldering ____--__-----____---____________________---~~~~~~
Electric Arc Welding _______________ --- ______ --___-___--___---__
Welding Procedures and Techniques -__---__--___-_-__--_____ ______
Welding of Aircraft Steel Structures __---__---__---__-- ____ - ______
247
248
255
255
257
258
258
260
262
263
264
265
266
269
276
CHAPTER 7. ICE AND RAIN PROTECTION
General _--___________---_______________________---------------
285
Pneumatic Deicing Systems ______ ---_---__--__----__-______ ______
286
Deicer Boot Construction -----___-------__---_________ ____ - ______
287
Deicing System Components ______ -------__---___--__-- ____ - ______
288
Pneumatic Deicing System Maintenance --__-___---- _____ -_- _______
291
Thermal Anti-Icing Systems ______ ---_--- ______ ---- _____ --- _______
293
Pneumatic System Ducting ______ ---_---__--__-_--__-______ ______
296
Ground Deicing of Aircraft ______ -___---___-__---- ______ --- ______
299
Windshield Icing Control Systems _-------__-- ____ -- _______ -- ______
300
Water and Toilet Drain Heaters __---_---__--__----_________ ______
303
Rain Eliminating Systems -- _____ -------__--__---- ______ ---__-___
303
Maintenance of Rain Eliminating Systems -__---_- _____ - _____ - ______
308
CHAPTER 8. HYDRAULIC AND PNEUMATIC POWER SYSTEMS
Aircraft Hydraulic Systems ______ - ____ -- ______ ---- _____ --- ____ -__
Hydraulic Fluid _______ ----_-___----__-__-----.------------ ______
Types of Hydraulic Fluids --_--------___-_----________ __________-
Phosphate Ester Base Fluids _--__----__-__--- ____ -__- ___________-
Filters __-____________--_______________________----------------
Basic Hydraulic System - _________ -___--__- ____ -- ______ ---- _____-
Reservoirs ________-___---__-______________________-------------
Pressure Regulation ___--- ______ ---_---__--___---__-- ____ - _____-
Actuating Cylinders -__----_-___---- _____ ---- ______ --- _____-----
Selector Valves _______ --_- _____ -------__- ____ ---__- ____ - ______-
Aircraft Pneumatic Systems -_---_---- _--_ -----__--_---- _________-
Pneumatic System Components ________ -- _______ ---__-__---- ______
Typical Pneumatic Power System _--___--__- ____ ----_-__---- ______
309
309
310
311
313
315
316
323
328
329
331
334
338
CHAPTER 9. LANDING GEAR SYSTEMS
General _-____________-_________________________---------------
Main Landing Gear Alignment, Support, Retraction - _______ - ____ ----_
341
348
234
235
242
244
245
. . .
Vlll
CHAPTER 9. LANDING GEAR SYSTEMS-( Cont.)
Emergency Extension Systems _______ -- _______ -- ____ ----- _______ --
Landing Gear Safety Devices - _______ --___-_--- ______ ----___------
Nosewheel Steering System -- _______ -- _____ ----___----_-___------
Shimmy Dampers ________--_____-_-______________________------
Brake Systems ___--_____---_____-------------------------------
Brake Assemblies ---___---_____--___-____________________-------
Inspection and Maintenance of Brake Systems ______----______------
Aircraft Landing Wheels __-- ______ --- _____ ---- _____ ---- _____ ----
Aircraft Tires ____ - _______ -- _____ ---- _____ ---- ____ ----- ____ -----
Aircraft Tire Maintenance --- ______ - ______ ---- ______ ---___-------
Tire Inspection-Mounted On Wheel __- ______ -_- _____ -_-- _____ ----
Tire Inspection-Tire Demounted ____ -- ______ --- _____ ---- ____ -----
Tube Inspection ___________________-----------------------------
Mounting and Demounting -- ____ --- _____ ------ ____ -----___------
Causes of Air Pressure Loss in Tubeless Aircraft Tires __----___-------
The Wheel ______ - _______ -- ______ -_- ____ ----- _____ ----___------
Good Pressure Gage Practice - ______ --- ____ ---- ____ ------__-------
Repairing ________________________________________-------------
Operating and Handling Tips __-----___------_-----------------.--
Tube Repair __--____----____---_____________________~~---~~~~~~
Sidewall-Inflated Aircraft Tires ______ -- ______ -_-___------ ____ -----
Tire Inspection Summary ___- ______ --- ______ --- ____ -----___------
Antiskid System ---_------__----- ____ ----- ____ ---- _____ -_- ______
Landing Gear System Maintenance _____ ---- _____ -- ______- - ________
CHAPTER 10. FIRE PROTECTION SYSTEMS
General ____-_--______--____-----------------------------------
Fire Detection Systems _-- _______ - _____ --- _____ -- ____ ----__------
Types of Fires --____----______--______________________-~------~
Fire Zone Classification --__---_-__------__------.-----------------
Extinguishing Agent Characteristics __----___-----__--- ____ --- _____
Fire Extinguishing Systems _-----__-------_------------------...---
Reciprocating Engine Conventional CO, System ----__-----_-_----___
Turbojet Fire Protection System __- _______ - _____ --___-----_-_-----
Turbine Engine Fire Extinguishing System _- _____ -- _____ ---___-----
Turbine Engine Ground Fire Protection -- ____ ----__------__-- ______
Fire Detection System Maintenance Practices __----__-_---___----___
Fire Detection System Troubleshooting __---___----__----__________
Fire Extinguisher System Maintenance Practices ---___----__------__
Fire Prevention and Protection ---- ____ ---- ____ -- ____ ----_----_-__
Cockpit and Cabin Interiors ____ --- ____ --- ____ --_-_----- ____ -- ____
Smoke Detection Systems ________________ - ____________ --- ____ ----
CHAPTER 11. AIRCRAFT ELECTRICAL SYSTEMS
General ______-_______--____-----------------------------------
433
Lacing and Tying Wire Bundles _-- ______ -- ____ ---___---_------___
444
Cutting Wire and Cable ________________ - _____ -- ____ ----------__
446
Emergency Splicing Repairs ____________________ - _____ ---__----__
450
Connecting Terminal Lugs to Terminal Blocks ____--_ ___-----__---___
451
Bonding and Grounding - ______ -- _____ --- ____ --- ____ ----------__
452
C onnectors ____--_______-______--------------------------------
452
Conduit ______ - -_______ - ______________ - ______ --___-__--_-----__
457
Electrical Equipment Installation _________ - _____ -- _____ ---_-------
457
Aircraft Lighting Systems _______________ - ____ --- ____ ----_-----__
459
Maintenance and Inspection of Lighting Systems __--____----_------_
464
351
351
354
356
360
366
372
373
377
379
381
382
384
385
389
390
391
392
394
396
396
397
399
400
407
408
411
412
412
417
417
419
420
422
423
425
425
429
429
430
ix
CHAPTER 12. AIRCRAFT INSTRUMENT SYSTEMS
General ________ ___________ __ -__------------__--_--------------
Instrument Cases -____--_________-_____ _--_--____--__--___---~~
Dials __---__---___- ________________ ---_-____--__-_-___--~~--~~
Range Markings ____ - __________________________________ ---_----
Instrument Panels ____________________ __-__--___-____-__________
Repair of Aircraft Instruments __--__---__---__---________________
Aircraft Pressure Gages __--___- _____ - ____ -___--___--___-__----
Pitot-Static System ______________-________________________ - ____ I
Maintenance of Pitot-Static Systems ____ - ____ - ____ -___--___--___-__
Turn-and-Bank Indicator ____________ -
______--___-____-__________
Synchro-Type Remote Indicating Instruments ______-___---___--_-___
Remote-Indicating Fuel and Oil Pressure Gages ____ - ____ -__---__--__
Capacitor-Type Fuel Quanity System _____________ -___---__---_---_
Angle-of-Attack Indicator _-____--___--
__-__---___-____--_________
Tachometers ___--___-- _____ -_-_--- _--___-___--____-____________
Synchroscope __-____-_________--_____________________----------
Temperature Indicators ___--___-- ____ -
___-_---__---___-_________
Ratiometer Electrical Resistance Thermometer _-______________ - ____ -
Fuel Flowmeter Systems ___-- ____ -___--___--__---__--____________
Gyroscopic Instruments ____ - _________ - _________ - ____ -__---___--_
Sources of Power for Gyro Operation __________________ - _____ -___--
Vacuum-Driven Attitude Gyros _-_-___--___--__---________________
Pressure-Operated Gyros _________________________________ --___--
Vacuum System Maintenance Practices --__---_---__-- ____ -___--___
Electric Attitude Indicator ____________________________ - ____ - ____ -
Autopilot System __________ - ___________________ - ____ - ____ --___--
Basic Autopilot Components ________________ - ____ - ____ --__---__---
Flight Director Systems ____ - ________________________ --___--___--
Autopilot System Maintenance -____________________________ - _____ -
CHAPTER 13. COMMUNICATIONS AND NAVIGATION SYSTEMS
General ______ ____________ __-__--____-____-____________________
Basic Radio Principles _______________________________ - _________ -
Basic Equipment Components ____________________________________
Power Supply ________________________________________---------
Communication Systems ________________ - ____ -___--___- ____ - ____ -
Airborne Navigation Equipment _________ - _____________ -___--___--
VHF Omnirange System _-__-- ____ - ____ -___--__---_---___--_____
Instrument Landing System ___- _________ - ____ -___--___- ____ -___--
Distance-Measuring Equipment _______________ - ____ -___- __________
Automatic Direction Finders ______________ _______________________
Radar Beacon Transponder ____-_________________________________
Doppler Navigation Systems _____________________________________
Inertial Navigation System __________________ -___--___- ____ - ____ -
Airborne Weather Radar System ______________-__________________
Radio Altimeter _____ - _____ -___-- _____--___--___________________
Emergency Locator Transmitter (ELT) ______ - ____ ---___-___--__---
Installation of Communication and Navigation Equipment _--__---___--
Reducing Radio Interference _______________ -- ____ -___-___--___--
Installatoin of Aircraft Antenna Systems -___--__--___---_--________
CHAPTER 14. CABIN ATMOSPHERE CONTROL SYSTEM
Need for Oxygen _--____-__--___--___--~~--~~--~~--~~~--~~~--~~
Composition of the Atmosphere ___--_--__--___--_____________ ____
Pressurization ________ - ____ -- _____-____-____-___-_______________
Air Conditioning and Pressurization Systems ________ - ________ -___--
469
469
469
470
470
471
471
474
481
482
483
485
485
487
488
491
491
497
497
499
501
504
506
506
507
511
513
518
516
519
519
520
522
522
524
524
525
528
529
530
530
531
532
533
533
534
536
537
539
539
541
543
X
CHAPTER 14. CABIN ATMOSPHERE CONTROL SYSTEM-( Cont.)
Basic Requirements ---__-_____--____--_~~~~~~~~-~~~---~~----~~~
Sources of Cabin Pressure --__----__---- ____ -___-- ____ --___-- ____
Supercharger Instruments ____-___-_-____--__--------------------
Pressurization Valves __- ______________ - ______ - _____ - _____-____--
Cabin Pressure Control System _____ -_- ________ - _____ -__ ___-____--
Air Distribution _______________-____---------------------------
Air Conditioning System __- _____ - _____ - _____ - ____ --___---___-___
Heating Systems _-___- ____ --__-_-- _____________________________
Combustion Heaters _____ -- ____ -- ____ - _____ -- ____ --___--___--___
Maintenance of Combustion Heater Systems _______ --___- ______ - ____
Cooling Systems ______________________ - _____ -___-- _________ -___-
Air Cycle Cooling System _______ - _____ - ____ - ____ -- _________ - ____
Air Cycle System Component Operation - ____ - ____ --_-__- _____ - ____
Electronic Cabin Temperature Control System ____ ---___-- ____ -- ____
Electronic Temperature Control Regulator _____ - ____ -- ____ ---___---
Vapor Cycle System (Freon) - _________ -_- ____ -- ____ -- ___________
Freon System Components __-_-___---___-- ____ --- ____ -- ____ - _____
Description of a Typical System __-_-___---___----______ _____ -___
Air Conditioning and Pressurization System Maintenance _________-___
Cabin Pressurization Operational Checks __________________________ -
Cabin Pressurization Troubleshooting __-- ____ -- _____ - __________ ---
Oxygen Systems General __--___--- ____ -- ___________ - _____ - ____ -__
Portable Oxygen Equipment ____ - _____ - _____ - ___________ - ____ ---_
Smoke Protection Equipment ____ - _____ - ____________ -___--- ____ -__
Oxygen Cylinders ________-_____-____---------------------------
Solid State Oxygen Systems _____ - _____ - ___________ - ______ -___---
Oxygen Plumbing ________ - ____ -- _____ - _____ - _____ - ________ -__-_
Oxygen Valves ---___---__----__-_-~~~--~~~~~~~~~~-~~~~~~~~~~~~
Regulators ------------~----------------------------------------
Oxygen System Flow Indrcators ___- ___________ - _________ --___-_-__
Pressure Gages ___-____---___---___----------------------------
Oygen Masks _____-____________-_------------------------------
Servicing Gaseous Oxygen Systems ____ -- _____ -___-_- ____ -- ____ --_
Prevention of Oxygen Fires or Explosions _____ - ____ - _____ - _____ -__
545
545
549
550
551
556
558
559
561
564
565
565
568
574
575
576
577
580
583
585
586
587
587
588
588
589
591
592
594
597
597
597
598
600
xi
GENERAL
The airframe of a fixed-wing aircraft is generally
considered to consist of five principal units, the
fuselage, wings, stabilizers, flight control surfaces,
and landing gear. Helicopter airframes consist of
the fuselage, main rotor and related gearbox, tail
rotor (on helicopters with a single main rotor), and
the landing gear.
The airframe components are constructed from a
wide variety of materials and are joined by rivets,
bolts, screws, and welding or adhesives. The air-
craft components are composed of various parts
called structural members (i.e., stringers, longerons,
ribs, bulkheads, etc.). Aircraft structural members
are designed to carry a load or to resist stress. A
single member of the structure may be subjected to
a combination of stresses. In most cases the struc-
tural members are designed to carry end loads
rather than side loads: that is, to be subjected to
tension or compression rather than bending.
Strength may be the principal requirement in cer-
tain structures, while others need entirely different
qualities. For example, cowling, fairing, and simi-
lar parts usually are not required to carry the
stresses imposed by flight or the landing loads.
However, these parts must have such properties as
neat appearance and streamlined shapes.
MAJOR STRUCTURAL STRESSES
In designing an aircraft, every square inch of
wing and fuselage, every rib, spar, and even each
metal fitting must be considered in relation to the
physical characteristics of the metal of which it is
made. Every part of the aircraft must be planned to
carry the load to be imposed upon it. The determi-
nation of such loads is called stress analysis. Al-
though planning the design is not the function of
the aviation mechanic, it is, nevertheless, important
that he understand and appreciate the stresses in-
volved in order to avoid changes in the original
design through improper repairs.
There are five major stresses to which all aircraft
are subjected (figure l-l) :
CHAPTER 1
AIRCRAFT STRUCTURES
(1) Tension.
(2) Compression.
(3) Torsion.
(4) Shear.
(5) Bending.
The term stress is often used interchangeably
with the word strain. Stress is an internal force
of a substance which opposes or resists deforma-
tion. Strain is the deformation of a material or
substance. Stress, the internal force, can cause
strain.
Tension (figure l-la) is the stress that resists a
force that tends to pull apart. The engine pulls the
aircraft forward, but air resistance tries to hold it
back. The result is tension, which tries to stretch
the aircraft. The tensile strength of a material is
measured in p.s.i. (pounds per square inch) and is
calculated by dividing the load (in pounds) re-
quired to pull the material apart by its cross-sec-
tional area (in square inches).
Compression (figure l-lb) is the stress that res-
ists a crushing force. The compressive strength of a
material is also measured in p.s.i. Compression is
the stress that tends to shorten or squeeze aircraft
parts.
Torsion is the stress that produces twisting (figure
1-1~). While moving the aircraft forward, the en-
gine also tends to twist it to one side, but other
aircraft components hold it on course. Thus, torsion
is created. The torsional strength of a material is its
resistance to twisting or torque.
Shear is the stress that resists the force tending
to cause one layer of a material to slide over an
adjacent layer. Two riveted plates in tension (figure
l-la) subject the rivets to a shearing force.
Usually, the shearing strength of a material is either
equal to or less than its tensile or compressive
strength. Aircraft parts, especially screws, bolts, and
rivets, are often subject to a shearing force.
Bending stress is a combination of compression
and tension. The rod in figure 1-le has been short-
ened (compressed) on the inside of the bend and
stretched on the outside of the bend.
1
k) Torskd (d) Sheu
Ten&n outside of band
sbeu along
. imadmmy line (dotted)
(0) Beadfag (the combfnrtbn streaa)
FIGURE l-l. Five etrewes acting on an aircrah
FIXED-WING AIRCRAFT
The principal components of a single-engine, pro-
peller-driven aircraft are shown in figure l-2.
Figure l-3 illustrates the structural components
of a typical turbine powered aircraft One wing and
the empennage assemblies are shown exploded into
the many components which, when assembled, form
major structural units.
FUSELAGE
The fuselage is the main structure or body of the
aircraft. It provides space for cargo, controls, acces-
sories, passengers, and other equipment. In single-
engine aircraft, it also houses the powerplant. In
multi-engine aircraft the engines may either be in
the fuselage, attached to the fuselage, or suspended
from the wing structure. They vary principally in
Aize and arrangement of the different compartments.
There are two general types of fuselage construc-
tion, the truss type, and the monocoque type. A
truss is a rigid framework made up of members
such as beams, struts, and bars to resist deforma-
tion by applied loads. The truss-framed fuselage is
generally covered with fabric.
Truss Type
The truss type fuselage frame (figure l-4) is
usually constructed of steel tubing welded together
in such a manner that all members of the truss can
carry both tension and compression loads. In some
2
Vertical
Stabilizer
aircraft, principally the light, single-engine models,
truss fuselage frames are constructed of aluminum
alloy and may be riveted or bolted into one piece,
with cross-bracing achieved by using solid rods or
tubes.
Monocoque Type
The monocoque (single shell) fuselage relies
largely on the strength of the skin or covering to
carry the primary stresses. The design may be di-
vided into three classes: (1) Monocoque, (2) semi-
monocoque, or (3) reinforced shell. The true mono-
coque construction (figure l-5) uses formers,
frame assemblies, and bulkheads to give shape to
the fuselage, but the skin carries the primary
stresses. Since no bracing members are present, the
skin must be strong enough to keep the fuselage
rigid. Thus, the biggest problem involved in mono-
coque construction is maintaining enough strength
while keeping the weight within allowable limits.
To overcome the strength/weight problem of
monocoque construction, a modification called semi-
monocoque construction (figure l-6) was devel-
oped.
In addition to formers, frame assemblies, and
bulkheads, the semimonocoque construction has the
skin reinforced by longitudinal membera. The rein-
forced shell has the skin reinforced by a complete
framework of structural members. Different par-
tions of the same fuselage may belong to any one of
the three classes, but most aircraft are considered to
be of semimonocoque type construction.
Semimonocoque Type
The semimonocoque fuselage ia constructed pri-
marily of the alloys of aluminum and magnesium,
although steel and titanium are found in areas of
high temperatures. Primary bending loads are taken
by the Zongerons, which usually extend across aev-
eral points of support. The longerons are supple
mented by other longitudinal members, called
stringers. Stringers are more numerous and lighter
in weight than longerons. The vertical structural
members are referred to as bulkheads, frames, and
jormers. The heaviest of these vertical member8 are
located at intervals to carry concentrated loada and
at points where fittings are used to attach other
units, such as the wings, powerplants, and atabilix-
3
Fuselage section
Vertical stab&
?r
_ Rpdder
Tail cone
- Elevator
A
p Horizontal
v -9 stabilizer
L I..
Nose geat
Inboard aileron
I
Main
landing
gear
=e
--Outboard
aileron
. -
pa $-- W2tip
I Pylon Wing leading 1 Wing section
Wing center section
OX StNt edge
Powerplant
FIGURE 1-3. Typical structural components of a turbine powered aircraft.
Longeron (tubular steel)
members
FIGURE 1-4. Warren truce of welded tubular steeL
era. Figure l-7 shows one form of the semi-
monocoque design now in use.
The stringers are smaller and lighter than longe
rons and serve as fill-ins. They have some rigidity,
but are chiefly used for giving shape and for attach-
ment of the skin. The strong, heavy longerons hold
the bulkheads and formers, and these, in turn, hold
the stringers. All of these joined together form a
rigid fuselage framework.
There is often little difference between some
rings, frames, and formers. One manufacturer may
call a brace a former, whereas another may call the
same type of brace a ring or frame. Manufacturers
instructions and specifications for a specific aircraft
are the best guides.
Stringers and longerons prevent tension and com-
pression from bending the fuselage. Stringers are
usually of a one-piece aluminum alloy construction,
and are manufactured in a variety of shapes by
casting, extrusion, or forming. Longerons, like
stringers, are usually made of aluminum alloy; how-
4
Skin Former
Bulkhkad
-Frame
FIGURE l-5. Monocoque construction.
FIGURE l-7. Fuselage structural membera.
FIGURE l-6. Semimonocoque construction.
does not depend on a few members for strength and
rigidity. This means that a semimonocoque fuselage,
because of its stressed-skin construction, may with-
stand considerable damage and still be strong
enough to hold together.
Fuselages are generally constructed in two or
more sections. On small aircraft, they are generally
made in two or three sections, while larger aircraft
may be made up of as many as six sections.
Quick access to the accessories and other equip-
ment carried in the fuselage is provided for by
numerous access doors, inspection plates, landing
wheel wells, and other openings. Servicing diagrams
showing the arrangement of equipment and location
of access doors are supplied by the manufacturer in
the aircraft maintenance manual.
ever, they may be of either a one-piece or a built-up
construction.
By themselves, the structural members discussed
do not give strength to a fuselage. They must first
be joined together by such connective devices as
gussets, rivets, nuts and bolts, or metal screws. A
gusset (figure l-7) is a type of connecting bracket.
The bracing between longerons is often referred to
as web members. They may be installed vertically or
diagonally.
The metal skin or covering is riveted to the lon-
gerons, bulkheads, and other structural members
and carries part of the load. The fuselage skin
thickness will vary with the load carried and the
stresses sustained at a particular location.
There are a number of advantages in the use of
the semimonocoque fuselage. The bulkheads,
frames, stringers, and longerons facilitate the de-
sign and construction of a streamlined fuselage, and
add to tbe strength and rigidity of the structure.
The main advantage, however, lies in the fact that it
5
Location Numbering Systems
There are various numbering systems in use to
facilitate location of specific wing frames, fuselage
bulkheads, or any other structural members on an
aircraft. Most manufacturers use some system of
station marking; for example, tbe nose of the air-
craft may be designated zero station, and all other
stations are located at measured distances in inches
behind the zero station. Thus, when a blueprint
reads fuselage frame station 137, that particular
frame station can be located 137 in. behind the nose
of the aircraft. A typical station diagram is shown
in figure l-3.
To locate structures to the right or left of tbe
center line of an aircraft, many manufacturers con-
sider the center line as a zero station for structural
member location to its right or left With such a
WL = Waterline
Fuselage
stations
FIGURE l-8. Fuselage stations.
system the stabilizer frames can be designated as dicular to the rear beam of the wing and
being so many inches right or left of the aircraft parallel to, and outboard from, the in-
center line. board edge of the flap.
The applicable manufacturers numbering system
and abbreviated designations or symbols should al-
ways be reviewed before attempting to locate a
structural member. The following list includes loca-
tion designations typical of those used by many
manufacturers.
(6) Nacelle station (N.C. or Nat. Sta.) is
measured either forward of or behind
the front spar of the wing and perpendic-
ular to a designated water line.
In addition to the location stations listed above,
other measurements are used, especially on large
aircraft. Thus, there may be horizontal stabilizer
stations (H.S.S.), vertical stabilizer stations
(V.S.S.) or powerplant station9 (P.P.S.). In every
case the manufacturers terminology and station lo-
cation system should be consulted before locating a
point on a particular aircraft.
(1)
(2)
(3)
(4)
(5)
Fuselage stations (Fus. Sta. or F.S.) are
numbered in inches from a reference or
zero point known as the reference datum.
The reference datum is an imaginary ver-
tical plane at or near the nose of the
aircraft from which all horizontal dis-
tances are measured. The distance to a
given point is measured in inches paral-
lel to a center line extending through the
aircraft from the nose through the center
of the tail cone. Some manufacturer9
may call the fuselage station a body sta-
tion, abbreviated B.S.
Buttock fine or butt line (B.L.) is a
width measurement left or right of, and
parallel to, the vertical center line.
Water line (W.L.) is the measurement of
height in inches perpendicular from a
horizontal plane located a fixed number
of inches below the bottom of the air-
craft fuselage.
Aileron station (A.S.) is measured out-
board from, and parallel to, the inboard
edge of the aileron, perpendicular to the
rear beam of the wing.
Flap station (F.S.) is measured perpen-
WING S+lUJCTlJRE
The wings of an aircraft are surfaces which are
designed to produce lift when moved rapidly
through the air. The particular design for any given
aircraft depends on a number of factors, such as
size, weight, use of the aircraft, desired speed in
flight and at landing, and desired rate of climb. The
wings of a fixed-wing aircraft are designated left
and right, corresponding to the left and right sides
of the operator when seated in the cockpit.
The wings of some aircraft are of cantilever de-
sign ; that is, they are built so that no external
bracing is needed. The skin is part of the wing
structure and carries part of the wing stresses.
Other aircraft wings use external bracing9 (struts,
wires, etc.) to assist in supporting the wing and
carrying the aerodynamic and landing loads. Both
aluminum alloy and magnesium alloy are used in
wing construction. The internal structure is made
up of spars and stringers running spanwise, and
6
ribs and formers running chordwise (leading edge
to trailing edge). The spars are the principal struc-
tural members of the wing. The skin is attached to
the internal members and may carry part of the
wing stresses. During flight, applied loads which
are imposed on the wing structure are primarily on
the skin. From the skin they are transmitted to the
ribs and from the ribs to the spars. The spars
support all distributed loads as well as concentrated
weights, such as fuselage, landing gear, and, on
multi-engine aircraft, the nacelles or pylons.
The wing, like the fuselage, may be constructed
in sections. One commonly used type is made up of
a center section with outer panels and wing tips.
Another arrangement may have wing stubs as an
integral part of the fuselage in place of the center
section.
Inspection openings and access doors are pro-
vided, usually on the lower surfaces of the wing.
Drain holes are also placed in the lower surface to
provide for drainage of accumulated moisture or
fluids. On some aircraft built-in walkways are pro-
vided on the areas where it is safe to walk or step.
On some aircraft jacking points are provided on the
underside of each wing.
Various points on the wing are located by station
number. Wing station 0 (zero) is located at the
center line of the fuselage, and all wing stations are
measured outboard from that point, in inches.
In general, wing construction is based on one of
three fundamental designs : (1) Monospar, (2) mul-
ti-spar, or (3) box beam. Modifications of these
basic designs may be adopted by various manufac-
turers.
The monospar wing incorporates only one main
longitudinal member in its construction. Ribs or
bulkheads supply the necessary contour or shape to
the airfoil. Although the strict monospar wing is
not common, this type of design, modified by the
addition of false spars or light shear webs along the
trailing edge as support for the control surfaces, is
sometimes used.
The multi-spar wing incorporates more than one
main longitudinal member in its construction. To
give the wing contour, ribs or bulkheads are often
included.
The box beam type of wing construction uses two
main longitudinal members with connecting bulk-
heads to furnish additional strength and to give
contour to the wing. A corrugated sheet may be
Tapered leading
and trailing edges
Sweptback Straight leading and
wings trailing edges
Straight leading edge,
tapered trailing edge
FICIJRB 1-9. Typical wing leading and trailing edge a&m.
7
placed between the bulkheads and the smooth outer
skin so that the wing can better carry tension and
compression loads. In some cases, heavy longitudi-
nal stiffeners are substituted for the corrugated
sheets. A combination of corrugated sheets on the
upper surface of the wing and stiffeners on the
lower surface is sometimes used.
Wing Configurations
Depending on the desired flight characteristics,
wings are built in many shapes and sizes. Figure
l-9 shows a number of typical wing leading and
trailing edge shapes.
In addition to the particular configuration of the
leading and trailing edges, wings are also designed
to provide certain desirable flight characteristics,
such as greater lift, balance, or stability. Figure
l-10 shows some common wing forms.
Features of the wing will cause other variations
in its design. The wing tip may be square, rounded,
or even pointed. Both the leading edge and the
trailing edge of the wing may be straight or curved,
or one edge may be straight and the other curved.
In addition, one or both edges may be tapered so
that the wing is narrower at the tip than at the root
where it joins the fuselage. Many types of modern
aircraft employ sweptback wings (figure l-9).
Wing Spars
The main structural parts of a wing are the spars,
the ribs or bulkheads, and the stringers or stiffe-
ners, as shown in figure l-11.
Spars are the principal structural members of the
wing. They correspond to the longerons of the fuse-
lage. They run parallel to the lateral axis, or toward
the tip of the wing, and are usually attached to the
fuselage by wing fittings, plain beams, or a truss
system.
-n
Dihedral
u -
High wing Mid wing
Gull wing
-A
Inverted gull
FIGURE l-10. Common wing forms.
Wooden spars can be generally classified into
four different types by their cross sectional configu-
ration. As shown in figure 1-12, they may be partly
hollow, in the shape of a box, solid or laminated,
rectangular in shape, or in the form of an I-beam.
Spars may be made of metal or wood depending
on the design criteria of a specific aircraft. Most
aircraft recently manufactured use spars of solid
extruded aluminum or short aluminum extrusions
riveted together to form a spar.
The shape of most wooden spars is usually simi-
lar to one of the shapes shown in figure 1-12. The
rectangular form, figure l-12A, can be either
solid or laminated. Figure l-12B is an I-beam
spar that has been externally routed on both
sides to reduce weight while retaining adequate
strength. A box spar, figure l-12C, is built up from
plywood and solid spruce, The I-beam spar, figure
l-12D, may be built rip of wood or manufac-
Leading edge ribs I Spars 2
FIGURE l-11. Internal wing construction.
8
B C D E
FIGURE 1-12. Typical spar cross sectional configurations.
tured by an aluminum extrusion process. The I- a foundation for attaching the skin. An example of
beam construction for a spar usually consists of a a hollow or internally routed spar is represented in
web (a deep wall plate) and cap strips, which are figure l-12E.
extrusions or formed angles. The web forms the Figure 1-13 shows the basic configuration of
principal depth portion of the spar. Cap strips are some typical metal spars. Most metal spars are built
extrusions, formed angles, or milled sections to up from extruded aluminum alloy sections, with
which the web is attached. These members carry the riveted aluminum alloy web sections to provide
loads caused by the wing bending and also provide extra strength.
FIGURE I-13. Metal spar shapes.
Although the spar shapes of figure 1-13 are typi-
cal of most basic shapes, the actual spar configura-
tion may assume many forms. For example, a spar
may have either a plate or truss type web. The plate
web (figure 1-14) consists of a solid plate with
vertical stiffeners which increase the strength of the
web. Some spar plate webs are constructed differ-
ently. Some have no stiffeners; others contain
flanged holes for reducing weight. Figure 1-15
shows a truss spar made up of an upper cap, a
lower cap, and connecting vertical and diagonal
tubes.
A structure may be designed so as to be consid-
ered fail-safe. In other words, should one member
of a complex structure fail, some other member
would assume the load of the failed member.
A spar with fail-safe construction is shown in
figure 1-16. This spar is made in two sections. The
top section consists of a cap, riveted to the upper
web plate. The lower section is a single extrusion,
consisting of the lower cap and web plate. These
two sections are spliced together to form the spar.
If either section of this type of spar breaks, the
other section can still carry the load, which is the
fail-safe feature.
As a rule, a wing has two spars. One spar is
usually located near the front of the wing, and the
other about two-thirds of the distance toward the
wings trailing edge. Regardless of type, the spar is
the most important part of the wing. When other
structural members of the wing are placed under
load, they pass most of the resulting stress on to the
wing spars.
9
Wing Ribs
Ribs are the structural crosspieces that make up
the framework of the wing. They usually extend
from the wing leading edge to the rear spar or to
the trailing edge of the wing. The ribs give the
wing its cambered shape and transmit the load from
the skin and stringers to the spars. Ribs are also
used in ailerons, elevators, rudders, and stabilizers.
Ribs are manufactured from wood or metal. Ei-
ther wood or metal ribs are used with wooden spars
while metal ribs are usually used with metal spars.
Some typical wooden ribs, usually manufactured
from spruce, are shown in figure 1-17.
J
J.
FIGURE 1-14. Plate web wing spar.
Upper cap member
I
Diagonal tube
V ertical tube
1
Lower cap member
c
FIGURE 1-17. Typical wooden ribs.
hcu~~ 1-15. Truss wing spar.
The most common types of wooden ribs are the
plywood web, the lightened plywood web, and the
truss types. Of these three types, the truss type is
the most efficient, but it lacks the simplicity of the
other types.
The wing rib phown in Figure l-17A is a truss
type, with plywood gussets on both sides of the rib
and a continuous rib cap around the entire rib. Rib
caps, often called cap strips, are usually made of the
same material as the rib itself, especially when
using wooden ribs. They stiffen and strengthen the
rib and provide an attaching surface for the rib
covering.
A lightened plywood web rib is illustrated in
figure l-17B. On this type the cap strip may be
laminated, especially at the leading edge. Figure
l-17C shows a rib using a continuous gusset, which
provides extra support throughout the entire rib
FIGURE 1-16. Wing spar with fail-safe construction.
with very little additional weight.
10
A continuous gusset stiffens cap strips in the
plane of the rib. This aids in preventing buckling
and helps to obtain better rib/skin glue joints
where nail-gluing is used because such a rib can
resist the driving force of nails better than the
other types. Continuous gussets are more easily
handled than the many small separate gussets other-
wise required.
Figure 1-18 shows the basic rib and spar struc-
ture of a wooden wing frame, together with some of
the other wing structural members. In addition to
the front and rear spars, an aileron spar, or false
spar, is shown in figure I-18. This type of spar
extends only part of the spanwise length of the
wing and provides a hinge attachment point for the
aileron.
Various types of ribs are also illustrated in figure
1-18. In addition to the wing rib, sometimes called
plain rib or even main rib, nose ribs and the
butt rib are shown. A nose rib is also called a false
rib, since it usually extends from the wing leading
edge to the front spar or slightly beyond. The nose
ribs give the wing leading edge area the necessary
curvature and support. The wing rib, or plain rib,
extends from the leading edge of the wing to the
rear spar and in some cases to the trailing edge of
the wing. The wing butt rib is normally the heavily
stressed rib section at the inboard end of the wing
near the attachment point to the fuselage. Depend-
ing on its location and method of attachment, a butt
rib may be called a bulkhead rib or a compression
rib, if it is designed to receive compression loads
that tend to force the wing spars together.
Since the ribs are laterally weak, they are
strengthened in some wings by tapes that are woven
above and below rib sections to prevent sidewise
bending of the ribs.
Drag and antidrag wires (figure 1-18) are criss-
crossed between the spars to form a truss to resist
forces acting on the wing in the direction of the
wing chord. These tension wires are also referred to
as tie rods. The wire designed to resist the back-
ward forces is called a drag wire; the antidrag wire
resists the forward forces in the chord direction.
The wing attachment fittings, shown in figure
1-18, provide a means of attaching the wing to the
aircraft fuselage.
The wing tip is often a removable unit, bolted to
the outboard end of the wing panel. One reason for
this is the vulnerability of the wing tips to damage,
especially during ground handling and taxiing.
Figure 1-19 shows a removable wing tip for a
large aircraft wing. The wing-tip assembly is of
aluminum alloy construction. The wing-tip cap is
secured to the tip with countersunk screws and is
Drag wire or tie rod
II II II
False spar or
aileron spar
hinge
FIGURE 1-18. Basic rib and epar etructurc.
11
Wing butt rib -
(or corn ression rib)
( or b&bead rib)
Wing attach..* .
fittings
secured to the interspar structure at four points
with 4/4-in. bolta. The tip leading edge contains the
heat anti-icing duct. Wing-heated air is exhausted
through a louver on the top surface of the tip. Wing
position lights are located at the center of the tip
and are not directly visible from the cockpit. As an
indication that the wing tip light is operating, some
wing tips are equipped with a lucite rod to transmit
the light to the leading edge.
Figure l-20 shows a cross sectional view of an
Access door
Points of attachment
to front and rear
Wing tip navigation
\
L Leading edge
I
l-
\
\
L- Anti-icing
exhaust air 01 ltlet
outer skin
Heat duct - Wing cap
i
I-
Reflector rod
Corrugated inner skin
Fxcum. 1-19. Removable wing tip.
FIGURE l-20. All-metal wing with chemically milled channels.
12
all-metal full cantilever (no external bracing) wing
section. The wing is made up of spars, ribs, and
lower and upper wing skin covering. With few ex-
ceptions, wings of this type are of the stressed-skin
design (the skin is part of the wing structure and
carries part of the wing stresses).
The top and bottom wing skin covers are made
up of several integrally stiffened sections. This type
of wing construction permits the installation of
bladder-type fuel cells in the wings or is sealed to
hold fuel without the usual fuel cells or tanks. A
wing which is constructed to allow it to be used as
a fuel cell or tank is referred to as a wet-wing.
A wing that uses a box-beam design is shown in
figure 1-21. This type of construction not only in-
creases strength and reduces weight, but it also
enables the wing to serve as a fuel tank when prop
erly sealed.
FIGURE 1-21. Box-beam milled wing.
Both aluminum honeycomb and fiber glass honey
comb sandwich material are commonly used in the
construction of wing and stabilizer surfaces, bulk-
heads, floors, control surfaces, and trim tabs. Alu-
inum honeycomb material is made of aluminum
foil honeycomb core, bonded between sheets of alu-
minum. Fiber glass honeycomb material consists of
fiber glass honeycomb core bonded between layers
of fiber glass cloth.
In the construction of large aircraft structures,
and in some small aircraft as well, the honeycomb
sandwich structure employs either aluminum or
reinforced plastic materials. Honeycomb panels are
usually a lightweight cellular core sandwiched be-
tween two thin skins or facing materials such as
aluminum, wood, or plastic.
Aircraft honeycomb material is manufactured in
various shapes, but is usually of the constant thick-
ness or tapered core types. An example of each is
shown in figure I-22.
Core Skin
A. Constant thickness
Skin
B. Tapered core
FIGURE l-22. Constant-thickness and tapered-core
honeycomb sections.
Figure l-23 shows a view of the upper surface of
a large jet transport wing. The various panels man-
ufactured from honeycomb material-are outlined by
diagonal lines and labeled.
Still another type of construction is illustrated in
figure l-24. In this case the sandwich structure of
the wing leading edge is bonded to the metal spar.
Also shown is the integrally bonded deicer panel.
NACELLES OR PODS
Nacelles or pods are streamlined enclosures used
on multi-engine aircraft primarily to house the en-
gines. They are round or spherical in shape and are
usually located above, below, or at the leading edge
of the wing on multi-engine aircraft. If an aircraft
has only one engind, it is usually mounted at the
forward end of the fuselage, and the nacelle is the
streamlined extension of the fuselage.
An engine nacelle or pod consists of skin, cowl-
ing, structural members, a firewall, and engine
mounts. Skin and cowling cover the outside of the
nacelle. Both are usually made of sheet aluminum
alloy, stainless steel, magnesium, or titanium. Re-
gardless of the material used, the skin is usually
attached to the framework by rivets.
The framework usually consists of structural
members similar to those of the fuselage. The
framework includes lengthwise members, such as
13
Trailing edge sandwich panels
(constant-thickness core)
panel
\
Trailing edge sandwich
(constant-thickness c&e)
Spoiler sandwich panel
(tapered core, solid wedge)
\
Wing leading edge
Trailing edge sandwich panels
(constant-thickness core)
Spoiler sandwich panel
(tapered core, solid wedge)
Aileron tab sandwich panels
(tapered core, phenolic wedge)
Aileron sandwich panel
(constant-thickness core)
Trailing edge wedge sandwich panel
(tapered core, cord wedge)
FIGURE l-23. Honeycomb wing construction on a large jet transport aircraft.
longerons and stringers, and widthwise/vertical
members, such as bulkheads, rings, and formers.
A nacelle or pod also contains a firewall which
separates the engine compartment from the rest of
the aircraft. This bulkhead is usually made of stain-
less steel sheet metal, or as in some aircraft, of
titanium.
Another nacelle or pod member is the engine
mount. The mount is usually attached to the fire-
wall, and the engine is attached to the mount by
nuts, bolts, and vibration-absorbing rubber cush-
ions or pads. Figure l-25 shows examples of a
semimonocoque and a welded tubular steel engine
mount used with reciprocating engines.
Engine mounts are designed to meet particular
conditions of installation, such as the location and
the method of attachment of the engine mount and
the size, type, and characteristics of the engine it is
intended to support. An engine mount is usually
constructed as a single unit which can be detached
quickly and easily from the remaining structure.
Engine mounts are commonly made of welded chro-
me/molybdenum steel tubing, and forgings of chro-
me/nickel/molybdenum are used for the highly
stressed fittings.
To reduce wind resistance during flight, the land-
ing gear of most high-speed or large aircraft is
retracted (drawn up into streamlined enclosures).
The part of the aircraft which receives or encloses
the landing gear as it retracts is called a wheel well.
In many instances, the wheel well is part of the
nacelle; however, on some aircraft the landing gear
retracts into the fuselage or wing.
Cowling
Cowling usually refers to the detachable covering
of those areas into which access must be gained
regularly, such as engines, accessory sections, and
engine mount or firewall areas. Figure l-26 shows
an exploded view of the pieces of cowling for a
horizontally opposed engine on a light aircraft.
14
Laminated
metal structure
Deicer panel with 1
chordwise ribs
Honeycomb
sandwich car
Glass reinforced plastics
sandwich faces
V
Metal member
bonded to sandwich
Wooden members
S,,~,+P( and chcdw
-- -- -__---.. is0
a
Fxcurur l-24. Leading edge sandwich material bonded to metal wing member.
FIGURE l-25. Semimonocoque and welded tubular
steel engine mounts.
Some large reciprocating engines are enclosed by
orange-peel cowl panels. The cowl panels are at-
tached to the firewall by mounts which also serve as
hinges when the cowl is opened (figure l-27).
The lower cowl mounts are secured to the hinge
brackets by pins which automatically lock in place,
FIGURE l-26. Cowling for horizontally opposed engine.
but can be removed by simply pulling on a ring.
The side panels are held open by short rods; the
top panel is held open by a longer rod, and the
lower panel is restrained in the open position by
a spring and cable.
All four panels are locked in the closed poai-
tion by over-center steel latches, which are secured
in the closed position by spring-loaded safety
catches. Cowl panels are generally of aluminum
alloy construction;
however, stainless steel is gener-
ally used as the inner skin aft of the power section,
for cowl flaps and near the cowl flap openings, and
for oil cooler ducts.
On turbojet engine installations, cowl panels are
designed to provide a smooth airflow over the en-
gines and to protect the engine from damage. The
entire engine cowling system includes a nose cowl,
upper and lower hinged removable cowl panels, and
fixed cowl panel. Typical upper and lower hinged
removable panels are shown in figure l-28.
EMPENNAGE
The empennage is also called the tail section and
most aircraft designs consist of a tail cone, fixed
surfaces, and movable surfaces.
The tail cone serves to close and streamline the
aft end of most fuselages. The cone is made up of
structural members (figure l-29) like those of the
fuselage; however, cones-are usually of lighter con-
struction since they receive less stress than the fuse
lage.
Other components of the typical empennage are
of heavier construction than the tail cone. These
members include fixed surfaces that help steady the
aircraft and movable surfaces that help to direct an
aircrafts flight. The fixed surfaces are the horizon-
tal and vertical stabilizers. The movable surfaces
are usually a rudder and elevators.
Figure l-30 shows how the vertical surfaces are
braced, using spars, ribs, stringers, and skin in a
similar manner to the systems used in a wing.
Stress in an empennage is also carried like stress
16
Hold open
Forward a
FIGURE l-28. Side-mounted turbojet engine cowling.
in a wing. Bending, torsion, and shear, created by
airloads, pass from one structural member to an-
other. Each member absorbs some of the stress and
passes the remainder to other members. The over-
load of stress eventually reaches the spars, which
transmit it to the fuselage structure.
Vertical stabilizer
Rudder
FIGURE l-30. Construction features of rudder and
vertical stabilizer.
FIGURE l-29. The fuselage terminates in a tail cone.
17
FLIGHT CONTROL SURFACES
The directional control of a fixed-wing aircraft
takes place around the lateral, longitudinal, and
vertical axes by means of flight control surfaces.
These control devices are hinged or movable sur-
faces through which the attitude of an aircraft is
controlled during takeoff, flight, and landing. They
are usually divided into two major groups, the pri-
mary or main, and the auxiliary control surfaces.
The primary group of flight control surfaces con-
sists of ailerons, elevators, and rudders. Ailerons
are attached to the trailing edge of both wings of
an aircraft. Elevators are attached to the trailing
edge of the horizontal stabilizer. The rudder is
hinged to the trailing edge of the vertical stabilizer.
Primary control eurfaces are similar in construc-
tion and vary only in size, shape, and methods of
attachment. In construction, control surfaces are
similar to the all-metal wing. They are usually made
of an aluminum alloy structure built around a sin-
gle spar member or torque tube. Ribs are fitted to
the spar at the leading and trailing edges and are
joined together with a metal strip. The ribs, in
many cases, are formed from flat sheet stock. They
are seldom solid; more often, the formed, stamped-
out ribs are reduced in weight by holes which are
punched in the metal.
The cuntrol surfaces of some aircraft are fabric
covered. However, all turbojet powered aircraft
have metal-covered surfaces for additional strength.
The control surfaces previously described can be
considered conventional, but on some aircraft, a
control surface may serve a dual purpose. For ex-
ample, one set of control surfaces, the elevons, com-
bines the functions of both ailerons and elevators.
Flaperons are ailerons which can also act as flaps.
A movable horizontal tail section is a control sirr-
face which supplies the action of both the horizon-
tal stabilizer and the elevators.
The secondary or auxiliary group of control sur-
faces consists of such members as trim tabs, balance
tabs, servo tabs, flaps, spoilers, and leading edge
devices. Their purpose is to reduce the force re-
quired to actuate the primary controls, to trim and
balance the aircraft in flight, to reduce landing
speed or shorten the length of the landing roll, and
to change tbe speed of the aircraft in flight. They
are usually attached to, or recessed in, the main
control surfaces.
AilWWtS
Ailerons are primary control surfaces which
make up part of the total wing area. They are
movable through a pre-designed arc and are usually
hinged to tbe aileron spar or rear wing spar. The
ailerons are operated by a lateral (side-to-side)
movement of the aircraft control stick, or a turning
motion of the wheel on the yoke.
In a conventional configuration, one aileron is
hinged to the outboard trailing edge of each wing.
Figure 131 shows the shape and location of typical
small-aircraft ailerons on various wing-tip designs.
I 3
d
-
rEJ
-
A
B
2) 2
C D
FIG= l-31. Aileron location on variow wing-tip designa.
The ailerons are interconnected in the control
system to operate simultaneously in opposite direc-
tions. As one aileron moves downward to increase
lift on its side of the fuselage, the aileron on the
opposite side of the fuselage moves upward to de-
crease lift on its side. This opposing action results
in more lift being produced by the wing on one side
of the fuselage than on the other, resulting in a
controlled movement or roll due to unequal aero-
dynamic forces on the wings.
An end view of a typical metal rib in an aileron
is shown in figure l-32. The hinge point of this
type of aileron is behind the leading edge of the
aileron to provide a more sensitive response to con-
trol movements. The horns attached to the aileron
spar are levers to which the aileron control cables
are secured.
18
FIGURE l-32. End view of aileron rib.
Large aircraft may use all-metal ailerons, except wing spar in at least four places. Figure l-33 shows
for fiber glass trailing edges, hinged to the rear several examples of aileron installation.
FIGURE l-33. Aileron hinge locatione.
All the control surfaces of a large turbojet air-
craft are shown in figure l-34. As illustrated, each
wing has two ailerons, one in the conventional posi-
tion at the outboard trailing edge of the wing and
another hinged to the trailing edge of the wing
center section.
The complex lateral control system in large turbo-
jet aircraft is far more sophisticated than the type
employed in a light airplane. During low-speed
flight all lateral control surfaces operate to provide
maximum stability. This includes all four ailerons,
flaps, and spoilers. At high speeds, flaps are re-
tracted and the outboard ailerons are locked out of
the aileron control system.
The major part of the skin area of the inboard
ailerons is aluminum honeycomb panels. Exposed
honeycomb edges are covered with sealant and pro-
tective finish. The aileron nose tapers and extends
forward of the aileron hinge line. Each inboard
aileron is positioned between the inboard and out-
19
Rudder control tab
Stabilizer actuated elevator tab
Elevator control tab
Elevator
Stabilizer
. . . . . . . .
.---
r---7
1 -- ---
J
29 I
Vortex ge
w Leading edge flaps
inerators
Fxcun~ l-34. Control mrfmea on a large turbojet aircraft.
board flaps at the trailing edge of the wing. The
aileron hinge supports extend aft and are attached
to aileron hinge bearings to support the aileron,
The outboard ailerons are made up of a nose
spar and ribs covered with aluminum honeycomb
panels. A continuous hinge attached to the forward
edge of the nose is grooved to mate with the hem of
a fabric seal.
The outboard ailerons are located in the trailing
edge of each outboard wing section. Hinge supports
extend aft from the wing and are attached to the
aileron hinge bearing to support the aileron. The
nose of the aileron extends into a balance chamber
in the wing and is attached to balance panels.
Aileron balance panels (figure l-35) reduce the
force necessary to position and hold the ailerons.
The balance panels may be made of aluminum hon-
eycomb skin bonded to an ahuninum frame, or of
aluminum skin-covered assemblies with hat-section
stiffeners. Clearance between the aileron nose and
wing structure provides a controlled airflow area
necessary for balance panel action. Seals attached
to the panels control air leakage.
Air loads on the balance panels (figure l-35)
depend on aileron position. When the ailerons are
moved during flight to either side of the streamline
position, differential pressure is created across the
balance panels. This differential pressure acts on
the balance panels in a direction that assists aileron
movement. Full balance panel force is not required
for small angles of aileron displacement because the
manual force necessary to rotate the control tab
through small angles is slight. A controlled air
bleed is progressively decreased as the aileron dis-
placement angle is increased. This action increases
the differential air pressure on the balance panels as
Control tab
/
Vent gap
WING
hinge point
FIGURE l-35. Aileron balance panel.
the ailerons rotate from the streamline position. The
creasing the approach speed. In addition, the use of
increasing load on the balance panel counteracts the
flaps during takeoff reduces the length of the take-
increasing load on the ailerons. off run.
Auxiliary Wing Flight SurFaces
Most flaps are hinged to the lower trailing edges
of the wings, inboard of the ailerons. Leading edge
The ailerons are the primary wing flight surfaces. flaps are also used, principally on large high-speed
Auxiliary wing flight surfaces include trailing edge aircraft. When they are in the up (or retracted)
flaps, leading edge flaps, speed brakes, spoilers, and position, they fair in with tbe wings and serve as
leading edge slats. The number and type of auxil- part of the wing trailing edge. When in the down
iary wing flap surfaces on an aircraft vary widely, (or extended) position, the flaps pivot on the hinge
depending on the type and size of aircraft. points and drop to about a 45 or 50 angle with
Wing flaps are used to give the aircraft extra lift. the wing chord line. This increases the wing camber
They reduce the landing speed, thereby shortening and changes the airflow, providing greater lift.
the length of the landing rollout to facilitate land- Some common types of flaps are shown in figure
ing in small or obstructed areas by permitting the l-36. The plain flap (figure 136A) forms the trail-
gliding angle to be increased without greatly in- ing edge of the wing when the flap is in the up (or
21
A. plain flap ( down)
B. Split flap (down)
C. Fowler flap (down)
FZCURE l-36. Wing flaps.
retracted) position. It contains both the upper and
lower surface of the wing trailing edge.
The plain split flap (figure l-36B) is normally
housed flush with the undersurface of the wing. It
is similar to a plain flap except that the upper
surface of the wing extends to the flap trailing edge
and does not .droop with the flap. This flap is also
called the split-edge flap, It is usually just a braced,
flat metal plate hinged at several points along its
leading edge.
Aircraft requiring extra wing area to aid lift
often use Fowler flaps (figure I-36C). This system
houses the flaps flush under the wings much as does
the plain split flap system. But, instead of the flaps
hinging straight down from a stationary hinge line,
worm-gear drives move the flaps leading edge rear-
ward as the flaps droop. This action provides nor-
mal flap effect, and, at the same time, wing area is
increased when the flaps are extended.
An example of a triple-slotted segmented flap
used on some large turbine aircraft is shown in
figure l-37. This type of trailing edge flap system
provides high lift for both takeoff and landing.
Each flap consists of a foreflap, a mid-flap, and an
aft-flap. The chord length of each flap expands as
the flap is extended, providing greatly increased
Aft flap
A
FIGURE l-37. Triple-slotted trailing edge Raps.
flap area. The resulting slots between flaps prevents
separation of the airflow over the flap area.
The leading edge flap (figure l-38) is similar in
operation to the plain flap; that is, it is hinged on
the bottom side, and, when actuated, the leading
edge of the wing extends in a downward direction
to increase the camber of the wing. Leading edge
flaps are used in conjunction with other types of
ff aps.
~ICUFIE l-38. Cross section of a leading edge flap.
Figure 1-34 shows the location of the leading
edge flaps on a large multi-engine turbine aircraft.
Three Kruger-type flaps are installed on each wing.
The flaps are machined magnesium castings with
integral ribs and stiffeners. The magnesium casting
of each flap is the principal structural component
and consists of a straight section with a hollow core
called the torque tube extending from the straight
section at the forward end.
Each leading edge flap has three gooseneck
hinges attached to fittings in the fixed wing leading
edge, and a hinged fairing is installed on the trail-
ing edge of each flap. Figure l-39 shows a typical
leading edge flap in retracted position, with an out-
line of the extended position.
Speed brakes, sometimes called dive flaps or dive
brakes, serve to slow an aircraft in flight. These
brakes are used when descending at a steep angle
or when approaching the runway for a landing. The
brakes themselves are manufactured in many
22
J
nu
a, ,L Retractable nose
Flap retracted
FIGURE l-39. Leading edge flap.
shapes, and their location depends on the design of
the aircraft and the purpose of the brakes.
The brake panels may be located on certain parts
of the fuselage or on the wing surfaces. Brakes on
the fuselage are small panels that can be extended
into the smooth airflow to create turbulence and
drag. Wing-type brakes may be multiple-finger
channels extending above and below the wing sur-
faces to break up smooth airflow. Usually speed
brakes are controlled by electrical switches and
actuated by hydraulic pressure.
Another type of air brake is a combination of
spoilers and speed brakes. A typical combination
consists of spoiler flaps located in the upper wing
surfaces ahead of the ailerons. When the operator
wishes to use both air brakes and spoilers, he can
slow the flight speed and maintain lateral control as
well.
Spoilers are auxiliary wing flight control sur-
faces, mounted on the upper surface of each wing,
which operate in conjunction with the ailerons to
provide lateral control.
Most spoiler systems can also be extended sym
metrically to serve a secondary function as speed
brakes. Other systems are equipped with separate
ground and flight spoilers. Most spoiler panels are
bonded honeycomb structures with aluminum skin.
They are attached to the wing structure by ma-
chined hinge fittings which are bonded into the
spoiler panel.
Tabr
One of the simplest yet most important devices to
aid the pilot of an aircraft is the tab attached to a
control surface. Although a tab does not take the
place of a control surface, it is mounted on or
attached to a movable control surface and causes
easier movement or better balance of the control
surface.
All aircraft, except a few of the very lightest
types, are equipped with tabs that can be controlled
from the cockpit. Tabs on some of these aircraft
are usually adjustable only when the aircraft is on
the ground. Figure 140 shows the location of a
typical rudder tab.
c
~I
+ Aircraft movement
I
FIGURE 14. Typical location of rudder control tab.
LANDING GEAR
The landing gear is the assembly that supports
the aircraft during landing or while it is resting or
moving about on the ground. The landing gear has
shock struts to absorb the shock of landing and
taxiing. By means of a gear-retraction mechanism,
the landing gear attach& to the aircraft structure
and enables the gear to extend and retract. The
landing gear arrangement either has a tailwheel or
a nosewheel. Landing gear arrangements having a
nosewheel are usually equipped for nosewheel steer-
ing. Nosewheel aircraft are protected at the fuselage
tail section with a tail skid or bumper. By means of
wheels and tires (or skis), the landing gear forms a
stabilizing contact with the ground during landing
and taxiing. Brakes installed in the wheels enable
the aircraft to be slowed or stopped during move-
ment on the ground.
23
SKtN AND FAtRtNG
The smooth outer cover of the aircraft is referred
to as skin. The skin covers the fuselage, wings,
empennage, nacelles, and pods. The material used
for the skin covering is usually sheet aluminum
alloy, treated so that it will not corrode. Magnesium
and stainless steel may also be used to a limited
extent. The thickness of the skin materials covering
a structural unit may differ, depending on the load
and stresses imposed within and throughout the
structure. To smooth out the airflow over the angles
formed by the wings and other structural units with
the fuselage, shaped and rounded panels or metal
skin are attached. This paneling or skin is called
fairing. Fairing is sometimes referred to as a fillet.
Some fairing is removable to provide access to air-
craft components, whereas other fairing is riveted
to the aircraft structure.
ACCESS AND tNSPECTlON DOORS
Access doors permit normal or emergency
entrance into or exit from the aircraft. Also,
they provide access to servicing points and man-
ually operated drains. Inspection doors provide
access to a particular part of the aircraft being
inspected or maintained. Access or inspection
doors are either hinged or removable. They are
fastenid in the closed positiOn with catch and lock-
ing mechanisms, screws, quick-release devices, or
cowling type fasteners. Access and inspection doors
that are removable often have a stenciled identifica-
tion number that is identical to a number stenciled
near the opening that they cover. Other access and
inspection doors have a stenciled nomenclature to
identify the opening that they cover.
HEMCOPTER STRUCTURES
Like the fuselages in fixed-wing aircraft, helicop-
ter fuselages may be welded truss or some form of
monocoque construction. Although their fuselage
configurations may vary a great deal, most helicop-
ter fuselages employ structural members similar to
those used in fixed-wing aircraft. For example, most
helicopters have such vertical/widthwise braces as
bulkheads, formers, rings, and frames. They are
also provided with such lengthwise braces as string-
ers and longerons. In addition, the gussets, joiners,
and skin hold the other structural members to-
gether.
The basic body and tail boom sections of a typi-
cal helicopter are of conventional, all-metal riveted
structures incorporating formed aluminum alloy
bulkheads, beams, channels, and stiffeners. Stressed
skin panels may be either smooth or beaded. The
firewall and engine deck are usually stainless steel.
The tail boom is normally of semimonocoque con-
struction, made up of formed aluminum bulkheads,
extruded longerons, and skin panels or of Melded
tubular steel.
The major structural components of one type of
helicopter are shown in figure l-4.1. The members
of a helicopters tail group vary widely, depending
on the individual type and design. In this case, a
stabilizer is mounted on a pylon to make up the
group. In other cases, the stabilizer may be
mounted on the helicopter tail cone or fuselage. In
either case, both the pylon and stabilizer usually
contain aluminum alloy structural members covered
with magnesium alloy skin. The types of structural
members used, however, usually vary. A pylon
usually has bulkheads, formers, frames, stringers,
and beams, making it somewhat of a blend of air-
craft wing and fuselage structural members. The
stabilizer is usually built more like an aircraft wing,
with ribs and spars.
In a typical helicopter, the tail, body, and tail
boom are constructed of all-metal stressed skin and
metal reinforcing members. The helicopter cabin is
normally a plexiglass enclosure which is supported
by aluminum tubing in some models.
A large single-rotor helicopter is shown in figure
l-42. It is all-metal and is basically composed of
two major sections, the cabin and the tail cone. The
cabin section is further divided into passenger or
cargo compartments, which provide space for the
crew, passengers, cargo, fuel and oil tanks, controls,
and powerplant. In multi-engine helicopters, the
powerplants are usually mounted in separate engine
nacelles.
As shown in figure l-42, the aft section of a
typical single-rotor helicopter consists of the tail
cone, the fin, the tail-cone housing, the tail-rotor
pylon, and the tail-end fairing. The tail cone is
bolted to the rear of the forward section and sup
ports the tail rotor, tail-rotor drive shafts, stabiliz-
ers, tail-cone housing, and tail-rotor pylon. The tail
cone is of magnesium alloy and aluminum alloy
construction. The tail-cone housing is bolted to the
aft end of the tail cone. Trim stabilizers extend out
24
Pylon 7
Tail rotor
Main geaYy5 Tai1 gear
FIGURE 141. Typical helicopter structural components.
CABIN SECTION
TAIL CONE SECTION
H. Fin
J. Tail cone
K. Tail-cone housing
A. Engine compartment
B. Cockpit
E. Fuel tank compartment
L. Pylon
F. Baggage compartment
M. Tail-end fairing
C. Transmission compartment
D. Cabin
G. Electrical and radio
compartment
FIGURE 1-42. Location of major helicopter components.
on both sides of the tail cone forward of the hous-
ing.
Helicopter structural members are designed to
carry a load or, stated differently, to resist stress. A
single member of the helicopter structure may be
subjected to a combination of stresses. In most
cases it is desirable for structural members to carry
end loads rather than side loads; that is, to be
subjected to tension or compression rather than
bending. Structural members are usually combined
into a truss to carry end loads. In a typical Pratt
truss, the longitudinal and vertical members are
tubes or rods capable of carrying compression
loads.
Nonstructural members that are not removable
from the helicopter are usually attached by riveting
or spot welding. Riveting is the most common
method of attaching aluminum alloy sheets together.
Parts that can be removed from the helicopter struc-
ture are usually bolted together.
25
Transparent materials are used for windshields Some helicopter manufacturers use impregnated
and windows and sometimes to cover parts requir- glass cloth laminate (fiber glass) as a lightweight
ing frequent visual inspection. Transparent plastic substitute for certain metal parts, since fiber glass is
sheet and laminated glass are the materials most simple to manufacture, has a high strength-weight
commonly used. ratio, and resists mildew, corrosion, and rot.
26
GENERAL
This chapter includes both assembly and rigging
since the subjects are directly related. Assembly
involves putting together the component sections of
the aircraft, such as wing sections, empennage
units, nacelles, and landing gear. Rigging is the
final adjustment and alignment of the various com-
ponent sections to provide the proper aerodynamic
reaction.
Two important considerations in all assembly and
rigging operations are: (1) Proper operation of the
component in regard to its aerodynamic and me-
chanical function, and (2) maintaining the air-
crafts structural integrity by the correct use of
materials, hardware, and safetying devices. Im-
proper assembly and rigging may result in certain
members being subjected to loads greater than
those for which they were designed.
Assembly and rigging must be done in accord-
ance with the requirements prescribed by the air-
craft manufacturer. These procedures are usually
detailed in the applicable maintenance or service
manuals. The Aircraft Specification or Type Certifi-
cate Data Sheets also provide valuable information
regarding control surface travel.
The rigging of control systems varies with each
type of aircraft, therefore, it would be impracticable
to define a precise procedure. However, certa.in
principles apply in all situations and these will be
discussed in this chapter. It is essential that the
aircraft manufacturers instructions be followed
when rigging an aircraft.
THEORY OF FLlGHT
Numerous comprehensive texts have been written
about the aerodynamics involved in the flight of an
aircraft. It is unnecessary that a mechanic be totally
versed on the subject. However, he must understand
the relationships between the atmosphere, the air-
craft, and the forces acting on it in flight, in order
to make intelligent decisions affecting the flight
safety of both airplanes and helicopters.
Understanding why the aircraft is designed with
CHAPTER 2
ASSEMBLY AND RIGGING
a particular type of primary and secondary control
system, and why the surfaces must be aerodynami-
cally smooth, becomes essential when maintaining
todays complex aircraft.
AERODYNAMICS
Theory of flight deals with aerodynamics. The
term aerodynamics is derived from the combination
of two Greek words-aer meaning air, and
dyne meaning force of power. Thus, when aero is
joined with dynamics, we have aerodynamics, mean-
ing the study of objects in motion through the air
and the forces that produce or change such motion.
Aerodynamics is the science of the action of air
on an object. It is further defined as that branch of
dynamics which deals with the motion of air and
other gases, with the forces acting upon an object
in motion through the air, or with an object which
is stationary in a current of air. In effect, aerody
namics is concerned with three distinct parts. These
parts may be defined as the aircraft, the relative
wind, and the atmosnhere.
THE ATMOSPHERE
Before discussing the fundamentals of the theory
of flight, there are several basic ideas that must be
considered. An aircraft operates in the air; there-
fore, the properties of air that a&t aircraft control
and performance must be understood.
Air is a mixture of gases composed principally of
nitrogen and oxygen. Since air is a combination of
gases, it follows the laws of gases. Air is considered
a fluid because it answers the definition of a fluid,
namely, a substance which may be made to flow or
change its shape by the application of moderate
pressure. Air has weight, since something lighter
than air, such as a balloon filled with helium, will
rise in the air.
PRESSURE
The deeper a diver goes beneath the surface of
the ocean, the greater the pressure becomes on his
body due to the weight of the water overhead. Since
air also has weight, the greater the depth from the
27
outer surface of the atmosphere, the greater the
pressure. If a l-in. square column of air extending
from sea level to the top of the atmosphere could
be weighed, it would be found to weigh about 14.7
lbs. Thus, atmospheric pressure at sea level is 14.7
p.s.i. (pounds per square inch). However, pounds
per square inch is rather a crude unit for the meas-
urement of a light substance such as air. Therefore,
atmospheric pressure is usually measured in terms
of inches of mercury.
The apparatus for measuring atmospheric pres-
sure is shown in figure 2-l. A glass tube, 36 in.
long, open at one end, and closed at the other, is
filled with mercury. The open end is sealed tempo-
rarily and then submerged into a small container
partly filled with mercury, after which the end is
unsealed. This allows the mercury in the tube to
descend, leaving a vacuum at the top of the tube.
Some of the mercury flows into the container while
a portion of it remains in the tube. The weight of
the atmosphere pressing on the mercury in the open
container exactly balances the weight of the mer-
cury in the tube, which has no atmospheric pressure
pushing down on it due to the vacuum in the top of
the tube. As the pressure of the surrounding air
decreases or increases, the mercury column lowers
or rises correspondingly. At sea level the height of
the mercury in the tube measures approximately
29.92 in., although it varies slightly with atmos-
pheric conditions.
An important consideration is that atmospheric
pressure varies with altitude. The higher an object
rises above sea level, the lower the pressure. Var-
ious atmospheric conditions have a definite relation
to flying. The effect of temperature, altitude, and
density of the air on aircraft performance is dis-
cussed in the following paragraphs.
DENSITY
Density is a term that means weight per unit
volume. Since air is a mixture of gases, it can be
compressed. If the air in one container is under
one-half as much pressure as the air in another
identical container, the air under the greater pres-
sure weighs twice as much as that in the container
under lower pressure. The air under greater pres-
sure is twice as dense as that in the other container.
For equal weights of air, that which is under the
greater pressure occupies only half the volume of
that under half the pressure.
The density of gases is governed by the following
rules :
Vacuum
Atmospheric
pressure acting
on surface of
mercury
- 29.92 inches
24
12,
FIGURE 2-l. Measurement of atmospheric pressure..
(1) Density varies in direct proportion with
the pressure.
(2) Density varies inversely with the tempera-
ture.
Thus, air at high altitudes is less dense than air at
low altitudes, and a mass of hot air is less dense
than a mass of cool air.
Changes in density affect the aerodynamic per-
formance of aircraft. With the same horsepower, an
aircraft can fly faster at a high altitude where the
density is low than at a low altitude where the
density is great. This is because air o%ers leas re-
sistance to the aircraft when it contains a smaller
number of air particles per unit volume.
HUMIDITY
Humidity is the amount of water vapor in the air.
The maximum amount of water vapor that air can
hold varies with the temperature. The higher the
temperature of the air, the more water vapor it can
absorb. By itself, water vapor weighs approximately
28
five-eighths as much as an equal amount of per-
fectly dry air. Therefore, when air contains water
vapor it is not as heavy as air containing no mois-
-
ture.
Assuming that the temperature and pressure re-
main the same, the density of the air varies in-
versely with the humidity. On damp days the air
density is less than on dry days. For this reason, an
aircraft requires a longer runway for takeoff on
damp days than it does on dry days.
BERNOULLIS PRINCIPLE AND SUBSONIC FLOW
Bernoullis principle states that when a fluid
(air) flowing through a tube reaches a constriction,
or narrowing of the tube, the speed of the fluid
flowing through that constriction is increased and
its pressure is decreased. The cambered (curved)
surface of an airfoil (wing) affects the airflow ex-
actly as a constriction in a tube affects airflow. This
resemblance is illustrated in figure 2-2.
I I
I I
I
Normal Decreased Normal
pressure pressure pressure
A
B
FIGURE 2-2. Bemoullie principle.
Diagram A of figure 2-2 illustrates the effect of
air passing through a constriction in a tube. In B,
the air is flowing past a cambered surface, such as
an airfoil, and the effect is similar to that of air
passing through a restriction.
As the air flows over the upper surface of an airfoil,
its speed or velocity increases and its pressure
decreases. An area of low pressure is thus formed.
There is an area of greater pressure on the lower
surface of the airfoil, and this greater pressure
tends to move the wing upward. This difference in
pressure between the upper and lower surfaces of
the wing is called lift. Three-fourths of the total lift
\
(3) Thrust, the force that moves the aircraft
forward.
(4) Drag, the force that exerts a braking
action.
MOTION
Motion is the act or process of changing place or
position. An object may be in motion with respect
to one object and motionless with respect to an-
other. For example, a person sitting quietly in an
aircraft flying at 200 knots is at rest or motionless
with respect to the aircraft; however, the person is
in motion with respect to the air or the earth, the
same as is the aircraft.
Air has no force or power, except pressure, un-
less it is in motion. When it is moving, however, its
force becomes apparent. A moving object in motion-
less air has a force exerted on it as a result of its
own motion. It makes no difference in the effect
then, whether an object is moving with respect to
the air or the air is moving with respect to the
object.
The flow of air around an object caused by the
movement of either the air or the object, or both, is
called the relative wind.
Velocity and Acceleration
The terms speed and velocity are often used
interchangeably, but they do not mean the same.
Speed is the rate of motion, and velocity is the rate
of motion in a particular direction in relation to
time.
An aircraft starts from New York City and flies
10 hrs. at an average speed of 260 m.p.h. At the
end of this time the aircraft may be over the Atlan-
tic Ocean, the Pacific Ocean, the Gulf of Mexico,
or, if its flight were in a circular path, it may even
be back over New York. If this same aircraft flew
at a velocity of 260 m.p.h. in a southwestward
direction, it would arrive in Los Angeles in about
10 hrs. Only the rate of motion is indidated in the
first example and denotes the speed of the aircraft.
In the last example, the particular direction is in-
29
of an airfoil is the result of the decrease in pressure
over the upper surface. The impact of air on the
under surface of an airfoil produces the other one-
fourth of the total lift.
An aircraft in flight is acted upon by four forces:
(1) Gravity, or weight, the force that pulls the
aircraft toward the earth.
(2) Lift, the force that pushes the aircraft up
ward.
eluded with the rate of motion, thus, denoting the flight. In many cases, all three laws may be opera-
velocity of the aircraft. ting on an aircraft at the same time.
Acceleration is defined as the rate of change of
velocity. An aircraft increasing in velocity is an
example of positive acceleration, while another air-
craft reducing its velocity is an example of negative
acceleration. (Positive acceleration is often referred
to as acceleration and negative acceleration as de-
celeration.)
AIRFOILS,
Newtons laws of Motion
The fundamental laws governing the action of air
about a wing are Newtons laws of motion.
Newtons first law is normally referred to as the
law of inertia. It simply means that a body at rest
will not move unless force is applied to it. If it is
moving at uniform speed in a straight line, force
must be applied to increase or decrease that speed.
An airfoil is a surface designed to obtain a desir-
able reaction from the air through which it moves.
Thus, we can say that any part of the aircraft
which converts air resistance into a force useful for
flight is an airfoil. The blades of a propeller are so
designed that when they rotate, their shape and
position cause a higher pressure to be built up
behind them than in front o,t them so that they will
pull the aircraft forward. The profile of a conven-
tional wing, shown in figure 2-3, is an excellent
example of an airfoil. Notice that the top surface of
the wing profile has greater curvature than the
lower surface.
Since air has mass, it is a body in the meaning
of the law. When an aircraft is on the ground with
its engines stopped, inertia keeps the aircraft at
rest. An aircraft is moved from its state of rest by
the thrust force created by the propeller, by the
expanding exhaust gases, or both. When it is flying
at uniform speed in a straight line, inertia tends to
keep the aircraft moving. Some external force is
required to change the aircraft from its path of
flight.
I
-100 MPH
14.7 lb/in*
115 MPH
14.67 lb/in*
FIGURE 2-3. Airflow over a wing section.
Newtons second law, that of force, also applies
to objects. This law states that if a body moving
with uniform speed is acted upon by an external
force, the change of motion will be proportional to
the amount of the force, and motion will take place
in the direction in which the force acts. This law
may be stated mathematically as follows:
Force = mass X acceleration (F = ma).
If an aircraft is ilying against a headwind, it is
slowed down. If the wind is coming from either side
of the aircrafts heading, the aircraft is pushed off
course unless the pilot takes corrective action
against the wind direction.
Newtons third law is the law of action and reac-
tion. This law states that for every action (force)
there is an equal and opposite reaction (force).
This law is well illustrated by the action of a swim-
mers hands. He pushes the water aft and thereby
propels himself forward, since the water resists the
action of his hands. When the force of lift on an
aircrafts wing equals the force of gravity, the air-
craft maintains level flight.
The difference in curvature of the upper and
lower surfaces of the wing builds up the lift force.
Air flowing over the top surface of the wing must
reach the trailing edge of the wing in the same
amount of time as the air flowing under the wing.
To do this, the air passing over the top surface
moves at a greater velocity than the air passing
below the wing because of the greater distance it
must travel along the top surface. This increased
velocity, according to Bernoullis principle, means a
corresponding decrease in pressure on the surface.
Thus, a pressure differential is created between the
upper and lower surfaces of the wing, forcing the
wing upward in the direction of the lower pressure.
The three laws of motion which have been dis-
cussed are closely related and apply to the theory of
The theoretical amount of lift of the airfoil at a
velocity of 100 m.p.h. can be determined by sam-
pling the pressure above and below the airfoil at
the point of greatest air velocity. As shown in
figure 2-3, this pressure is 14.54 p.s.i. above the
airfoil. Subtracting this pressure from the pressure
below the airfoil, 14.67, gives a difference in pres-
sure of 0.13 p.s.i. Multiplying 0.13 by 144 (number
of square inches in a square foot) shows that each
30
square foot of this wing will lift 18.72 pounds.
Thus, it can be seen that a small pressure differen-
tial across an airfoil section can produce a large
lifting force. Within limits, lift can be increased by
increasing the angle of attack, the wing area, the
freestream velocity, or the density of the air, or by
changing the shape of the airfoil.
Angle of Attack
Before beginning the discussion on angle of
attack and its effect on airfoils, we shall first con-
sider the terms chord and center of pressure.
The chord of an airfoil or wing section is an
imaginary straight line which passes through the
section from the leading edge to the trailing edge,
as shown in figure 2-4. The chord line provides one
side of an angle which ultimately forms the angle of
attack. The other side of the angle is formed by a
line indicating the direction of the relative air-
stream. Thus, angle of attack is defined as the angle
between the chord line of the wing and the direc-
tion of the rela,tive wind. This is not to be confused
with the angle of incidence, which is the angle
between the chord line of the wing and the longitu-
dinal axis of the aircraft.
FIGIJF~E 24. Positive angle of attack. FIGURE Z-5. Effect of increaeing angle of attack.
On each minute part of an airfoil or wing sur-
face, a small force is present. This force is different
in magnitude and direction from any forces acting
on other areas forward or rearward from this point.
It is possible to add all of these small forces mathe-
matically, and the sum is called the resultant force
(lift). This resultant force has magnitude, direction,
and location, and can be represented as a vector, as
shown in figure 2-4. The point of intersection of
the resultant force line with the chord line of the
airfoil is called the center of pressure. The center of
pressure moves along the airfoil chord as the angle
of attack changes. Throughout most of the flight
range, the center of pressure moves forward with
increasing angle of attack and rearward as the
angle of attack decreases. The effect of increasing
angle of attack on the center of pressure is shown
in figure 2-5.
Angle of attxk = 11
Angle of attack = 18
The angle of attack changes as the aircrafts atti-
tude changes. Since the angle of attack has a great
deal to do with determining lift, it is given primary
consideration when designing airfoils. In a properly
designed airfoil, the lift increases as the angle of
attack is increased.
When the angle of attack is increased gradually
toward a positive angle of attack, the lift component
increases rapidly up to a certain point and then
suddenly begins to drop off. During this action the
drag component increasea slowly at first and then
rapidly as lift begins to drop off.
When the angle of attack increases to the angle
of maximum lift, the burble point is reached. This
is known as the critical angle. When the critical
31
angle is reached, the air ceases to flow smoothly
over the top surface of the airfoil and begins to
burble, or eddy. This means that air breaks away
from the upper camber line of the wing. What was
formerly the area of decreased pressure is now
filled by this burbling air. When this occurs, the
amount of lift drops and drag becomes excessive.
The force of gravity exerts itself, and the nose of
the aircraft drops. Thus we see that the burble
point is the stalling angle.
As we have seen, the distribution of the pressure
forces over the airfoil varies with the angle of
attack. The application of the resultant force, that
is, the center of pressure, varies correspondingly.
As this angle increases, the center of pressure
moves forward; and as the angle decreases, the
center of pressure moves back. The unstable travel
of the center of pressure is characteristic of practi-
cally all airfoils.
Angle of Incidence
The acute angle which the wing chord makes
with the longitudinal axis of the aircraft is called
the angle of incidence (figure 2-6), or the angle of
wing setting. The angle of incidence in most cases
is a fixed, built-in angle. When the leading edge of
the wing is higher than the trailing edge, the angle
of incidence is said to be positive. The angle of
incidence is negative when the leading edge is lower
than the trailing edge of the wing.
Longitudinal
axis
A&e of Chordline
incidence
of wing
FIGURE 2-6. Angle of incidence.
Wing Area
Wing area is measured in square feet and in-
cludes the part blanked out by the fuselage. Wing
area is adequately described as the area of the
shadow cast by the wing at high noon. Tests show
that lift and drag forces acting on a wing are
roughly proportional to the wing area. This means
that if the wing area is doubled, all other variables
remaining the same, the lift and drag created by the
wing is doubled. If the area is tripled, lift and drag
are tripled.
Shape of the Airfoil
The shape of the airfoil determines the amount of
turbulence or skin friction that it will produce. The
shape of a wing consequently affects the efficiency
of the wing.
Airfoil section properties differ from wing or air-
craft properties because of the effect of the wing
planform. A wing may have various airfoil sections
from root to tip, with taper, twist, and sweepback.
The resulting aerodynamic properties of the wing
are determined by the action of each section along
the span.
Turbulence and skin friction are controlled
mainly by the fineness ratio, which is defined as the
ratio of the chord of the airfoil to the maximum
thickness. If the wing has a high fineness ratio, it is
a very thin wing. A thick wing has a low fineness
ratio. A wing with a high fineness ratio produces a
large amount of skin friction. A wing with a low
fineness ratio produces a large amount of turbu-
lence. The best wing is a compromise between these
two extremes to hold both turbulence and skin fric-
tion to a minimum.
Efficiency of a wing is measured in terms of the
lift over drag (L/D) ratio. This ratio varies with
the angle of attack but reaches a definite maximum
value for a particular angle of attack. At this angle,
the wing has reached its maximum efficiency. The
shape of the airfoil is the factor which determines
the angle of attack at which the wing is most
efficient; it also determines the degree of efficiency.
Research has shown that the most e5cient airfoils
for general use have the maximum thickness occur-
ring about one-third of the way back from the
leading edge of the wing.
High-lift wings and high-lift devices for wings
have been developed by shaping the airfoils to pro-
duce the desired effect. The amount of lift produced
by an airfoil will increase with an increase in wing
camber. Camber refers to the curvature of an airfoil
above and below the chord line surface. Upper
camber refers to the upper surface, lower camber to
the lower surface, and mean camber to the mean
line of the section. Camber is positive when depar-
ture from the chord line is outward, and negative
when it is inward. Thus, high-lift wings have a
large positive camber on the upper surface and a
slight negative camber on the lower surface. Wing
flaps cause an ordinary wing to approximate this
32
same condition by increasing the upper camber and
by creating a negative lower camber.
It is also known that the larger the wingspan as
compared to the chord, the greater the lift obtained.
This comparison is called aspect ratio. The higher
the aspect ratio, the greater the lift. In spite of the
benefits from an increase -in aspect ratio, it was
found that definite limitations were of structural
and drag considerations.
On the other hand, an airfoil that is perfectly
streamlined and offers little wind resistance some-
times does not have enough lifting power to take
the aircraft off the ground. Thus, modern aircraft
have airfoils which strike a medium between ex-
tremes, with the shape varying according to the
aircraft for which it is designed.
CENTER OF GRAVITY
Gravity is the pulling force that tends to draw all
bodies in the earths sphere to the center of the
earth. The center of gravity may be considered as a
point at which all the weight of the aircraft is
concentrated. If the aircraft were supported at its
exact center of gravity, it would balance in any
position. Center of gravity is of major importance
in an aircraft, for its position has a great bearing
upon stability.
The center of gravity is determined by the gen-
eral design of ,the aircraft. The designer estimates
how far the center of pressure will travel. He then
fixes the center of gravity in front of the center of
pressure for the corresponding flight speed in order
to provide an adequate restoring moment for flight
equilibrium.
THRUST AND DRAG
An aircraft in flight is the center of a continuous
battle of forces. Actually, this conflict is not as
violent as it sounds, but it is the key to all maneu-
vers performed in the air. There is nothing mysteri-
ous about these forces; they are definite and
known. The directions in which they act can be
calculated; and the aircraft itself is designed to take
advantage of each of them. In all types of flying,
flight calculations are based on the magnitude and
direction of four forces: weight, lift, drag, and
thrust. (See fig. Z-7.)
LIFT
FIGURE 2-7. Forces in action in flight.
33
Weight is the force of gravity acting downward If lift becomes less than weight, the aircraft loses
upon everything that goes into the aircraft, such as altitude. When the lift is greater than weight, the
the aircraft itself, the crew, the fuel, and the cargo. aircraft gains altitude.
Lijft acts vertically and by so doing counteracts
the effecta of weight.
Drug is a backward deterrent force and is caused
by the disruption of the airflow by the wings, fuse-
lage, and protruding objects.
Thrwf produced by the powerplant is the for-
ward force that overcomes the force of drag.
Notice that these four forces are only in perfect
balance when the aircraft is in straight and level
unaccelerated flight.
The force of lift and drag are the direct result of
the relationship between the relative wind and the
aircraft. The force of lift always acts perpendicular
to the relative wind, and the force of drag always
acts parallel to the relative wind and in the same
direction. These forces are actually the components
that produced a resultant lift force on the wing as
shown in figure 2-8.
Lift Resultant
FIGURE 2-8. Resultant of lift and drag.
Weight has a definite relationship with lift, and
thrust with drag. This relationship is quite simple,
but very important in understanding the aerody-
namics, of flying. As stated previously, lift is the
upward force on the wing acting perpendicular to
the relative wind. Lift is required to counteract the
aircrafts weight, caused by the force of gravity
acting on the mass of the aircraft. This weight force
acts downward through a point called the center of
gravity which is the point at which all the weight of
the aircraft is considered to be concentrated. When
the lift force is in equilibrium witb the weight
force, the aircraft neither gains nor loses altitude.
Drag must be overcome in order for the aircraft
to move, and movement is essential to obtain lift.
To overcome the drag and move the aircraft for-
ward, another force is essential. This force is thrust
Thrust is derived from jet propulsion or from a
propeller and engine combination. Jet propulsion
theory is based on Newtons third law of motion
which states that for every action there is an equal
and opposite reaction. For example, in firing a gun
the action is the bullet going forward while the
reaction is the gun recoiling backwards. The turbine
engine causes a mass of air to be moved backward
at high velocity causing a reaction forward that
moves the aircraft.
In a propeller/engine combination, the propeller
is actually two 6r more revolving airfoils mounted
on a horizontal shaft. The motion of the blades
through the air produces lift similar to the lift on
the wing, but acts in a horizontal direction, pulling
the aircraft forward.
Before the aircraft begins to move, thrust must be
exerted. It continues to move and gain speed until
thrust and drag are equal. In order to maintain a
steady speed, thrust and drag must remain equal,
just as lift and weight must be equal for steady,
horizontal flight. We have seen that increasing the
lift means that the aircraft moves upward, whereas
decreasing the lift so that it is less than the weight
causes the aircraft to lose altitude. A similar rule
applies to the two forces of thrust and drag. If the
r.p.m. of the engine is reduced, the thrust is less-
ened, and the aircraft slows down. As long as the
thrust is less than the drag, the aircraft travels more
and more slowly until its speed is insufficient to
support it in the air.
Likewise, if the r.p.m. of the engine is increased,
thrust becomes greater than drag, and the speed of
the aircraft increases. As long as the thrust contin-
ues to be greater than the drag, the aircraft contin-
ues to accelerate. When drag equals thrust, the air-
craft flies at a steady speed.
The relative motion of the air over an object that
produces lift also produces drag. Drag is the resist-
ance of the air to objects moving through it. If an
aircraft is flying on a level course, the lift force acts
vertically to support it while the drag force acts
horizontally to hold it back. The total amount of
drag on an aircraft is made up of many drag forces,
34
but for our purposes, we will only consider three-
parasite drag, profile drag, and induced drag.
Parasite drag is made up of a combination of
many different drag forces. Any exposed object on
an aircraft offers some resistance to the air, and the
more objects in the airstream, the more parasite
drag. While parasite drag can be reduced by reduc-
ing the number of exposed parts to as few as practi-
cal and streamlining their shape, skin friction is the
type of parasite drag most difficult to reduce. No
surface is perfectly smooth. Even machined surfaces
when inspected under magnification have a ragged
uneven appearance. These ragged surfaces deflect
the air near the surface causing resistance to
smooth airflow. Skin friction can be reduced by
using glossy flat finishes and eliminating protruding
rivet heads, roughness, and other irregularities.
Profile drag may be considered the parasite drag
of the airfoil. The various components of parasite
drag are all of the same nature as profile drag.
The action of the airfoil that gives us lift also
causes induced drag. Remember that the pressure
above the wing is less than atmospheric, and the
pressure below the wing is equal to or greater than
atmospheric pressure. Since fluids always move
from high pressure toward low pressure, there is a
spanwise movement of air from the bottom of the
wing outward from the fuselage and upward around
the wing tip. This flow of air results in spillage
over the wing tip, thereby setting up a whirlpool of
air called a vortex (figure 2-9). The air on the
upper surface has a tendency to move in toward the
fuselage and off the trailing edge. This air current
forms a similar vortex at the inner portion of the
trailing. edge of the wing. These vortices increase
drag, because of the turbulence produced, and con-
stitute induced drag.
FIGURE 2-9. Wing tip vortices.
Just as lift increases with an increase in angle of
attack, induced drag also increases as the angle of
attack becomes greater. This occurs because as the
angle of attack is increased, there is a greater pres-
sure difference between the top and bottom of the
wing. This causes more violent vortices to be set up,
resulting in more turbulence and more induced
drag.
AXES OF AN AIRCRAFT
Whenever an aircraft changes its attitude in
flight, it must turn about one or more of three axes.
Figure 2-10 shows the three axes, which are imagi-
nary lines passing through the center of the air-
craft. The axes of an aircraft can be considered as
imaginary axles around which the aircraft turns
like a wheel. At the center, where all three axes
intersect, each is perpendicular to the other two.
The axis which extends lengthwise through the fuse-
lage from the nose to the tail is called the longitudi-
nal axis. The axis which extends crosswise, from
wing tip to wing tip, is the lateral axis. The axis
which passes through the center, from top to bot-
tom, is called the vertical axis.
Motion about the longitudinal axis resembles the
roll of a ship from side to side. In fact, the names
used in describing the motion about an aircrafts
three axes were originally nautical terms. They have
been adapted to aeronautical terminology because
of the similarity of motion between an aircraft and
a ship.
Thus, the motion about the longitudinal axis is
called roll; motion along the lateral (crosswing)
axis is called pitch. Finally, an aircraft moves about
its vertical axis in a motion which is termed yaw.
This is a horizontal movement of the nose of the
aircraft.
Roll , pitch, and yaw-the motions an aircraft
makes about its longitudinal, lateral, and vertical
axes-are controlled by three control surfaces. Roll
is produced by the ailerons, which are located at
the trailing edges of the wings. Pitch is affected by
the elevators, the rear portion of the horizontal tail
assembly. Yaw is controlled by the rudder, the rear
portion of the vertical tail assembly.
STABILITY AND CONTROL
An aircraft must have sufficient stability to main-
tain a uniform flight path and recover from the
various upsetting forces. Also, to achieve the best
performance, the aircraft must have the proper re-
sponse to the movement of the controls.
35
Elevator
Literal axis
t
Normal attitude --
1
Banking (roll) control
affected by aileron movement
Climb and dive (pitch) control
affected by elevator movement
Vertical
Normal attitude
I
-,-
View C
Directional (YAW) control
affected by rudder movement
FIGURE Z-10. Motion of an aircraft about its axes.
36
Three terms that appear in any discussion of
stability and control are: (1) Stability, (2) maneu-
verability, and (3) controllability. Stability is the
characteristic of an aircraft which tends to cause it
to fly (hands off) in a straight and level flight path.
Maneuverability is the ability of an aircraft to be
directed along a desired flight path and to with-
stand the stresses imposed. Controllability is the
quality of the response of an aircraft to the pilots
commands while maneuvering the aircraft.
Stajic Stability
An aircraft is in a state of equilibrium when the
sum of all the forces acting on the aircraft and all the
moments is equal to zero. An aircraft in equilibrium
experiences no accelerations, and the aircraft con-
tinues in a steady condition of flight. A gust of
wind or a deflection of the controls disturbs the
equilibrium, and the aircraft experiences accelera-
tion due to the unbalance of moment or force.
The three types of static stability are defined by
the character of movement following some disturb-
ance from equilibrium. Positive static stability ex-
ists when the disturbed object tends to return to
equilibrium. Negative static stability or static insta-
bility exists when the disturbed object tends to con-
tinue in the direction of disturbance. Neutral static
stability exists when the disturbed object has nei-
ther the tendency to return nor continue in the
displacement direction, but remains in equilibrium
in the direction of disturbance. These three types of
stability are illustrated in figure 2-11.
Dynamic Stability
While static stability deals with the tendency of a
displaced body to return to equilibrium, dynamic
stability deals with the resulting motion with time.
If an object is disturbed from equilibrium, the time
history of the resulting motion defines the dynamic
stability of the object. In general, an object demon-
strates positive dynamic stability if the amplitude of
motion decreases with time. If the amplitude of
motion increases with time, the object is said to
possess dynamic instability.
Any aircraft must demonstrate the required de-
grees of static and dynamic stability. If an aircraft
were designed with static instability and a rapid
rate of dynamic instability, the aircraft would be
very difficult, if not impossible, to fly. Usually, posi-
tive dynamic stability is required in an aircraft
design to prevent objectionable continued oscilla-
tions of the aircraft.
Tendency to return to equilibrium
t-
Equilibrium
A. Positive Static Stability
/
displacement direction
B. Negative static stabiliy or
static instability
0
/-
r
\,
Equilibrium encountered at
any point of displacement
C. Neutral static stability
FIGURE 2-11. Static stability.
longitudinal Stability
When an aircraft has a tendency to keep a con-
stant angle of attack with reference to the relative
wind--that is, when it does not tend to put its nose
down and dive or lift its nose and stall-it is said
to have longitudinal stability. Longitudinal stability
refers to motion in pitch. The horizontal stabilizer
is the primary surface which controls longitudinal
stability. The action of the stabilizer depends upon
the speed and angle of attack of the aircraft.
Figure 2-12 illustrates the contribution of tail lift
to stability. If the aircraft changes its angle of
attack, a change in lift takes place at the aerody-
namic center (center of pressure) of the horizontal
stabilizer.
37
Increase in lift
t
I
Aerodynamic center
of horizontal tail
FIGURE 2-12. Producing tail lift.
Under certain conditions of speed, load, and
angle of attack, the flow of air over the horizontal
stabilizer creates a force which pushes the tail up or
down. When conditions are such that the airflow
creates equal forces up and down, the forces are
said to be in equilibrium. This condition is usually
found in level flight in calm air.
Directional Stability
Stability about the vertical axis is referred to as
directional stability. The aircraft should be de
signed so that when it is in straight and level flight
it remains on its course heading even though the
pilot takes his hands and feet off the controls. If an
aircraft recovers automatically from a skid, it has
been well designed and possesses good directional
balance. The vertical stabilizer is the primary sur-
face which controls directional stability.
As shown in figure 2-13, when an aircraft is in a
sideslip or yawing, the vertical tail experiences a
change in angle of attack with a resulting change in
lift [not to be confused with the lift created by the
wing]. The change in lift, or side force, on the
vertical tail creates a yawing moment about the
center of gravity which tends to return the aircraft
to its original flight path.
tail lift
FIGURE 2-13. Contribution of vertical tail to
directional stability.
Sweptback wings aid in directional stability. If
the aircraft yaws from its direction of flight, the
wing which is farther ahead offers more drag than
the wing which is aft. The effect of this drag is to
hold back the wing which is farther ahead, and to
let the other wing catch up.
Directional stability is also aided by using a
large dorsal fin and a long fuselage.
The high Mach numbers of supersonic flight
reduce the contribution of the vertical tail to direc-
tional stability. To produce the required directional
stability at high Mach numbers, a very large verti-
cal tail area may be necessary. Ventral (belly) fins
may be added as an additional contribution to
directional stability.
lateral Stability
We have seen that pitching is motion about the
aircrafts lateral axis and yawing is motion about
its vertical axis. Motion about its longitudinal (fore
and aft) axis is a lateral or rolling motion. The
tendency to return to the original attitude from
such motion is called lateral stability.
The lateral stability of an airplane involves con-
sideration of rolling moments due to sideslip. A
sideslip tends to produce both a rolling and a yaw-
ing motion. If an airplane has a favorable rolling
moment, a sideslip will tend to return the airplane
to a level flight attitude.
The principal surface contributing to the lateral
stability of an airplane is the wing. The effect of the
geometric dihedral (figure 2-14) of a wing is a
powerful contribution to lateral stability. As shown
in figure 2-14, a wing with dihedral develops stable
rolling moments with sideslip. With the relative
wind from the side, the wing into the wind is sub-
ject to an increase in angle of attack and develops
an increase in lift. The wing away from the wind is
subject to a decrease in angle of attack and devel-
ops less lift. The changes in lift effect a rolling
moment tending to raise the windward wing.
When a wing is swept back, the effective dihedral
increases rapidly with a change in the lift coeffi-
cient of the wing. Sweepback is the angle between a
line perpendicular to the fuslage center line and
the quarter chord of each wing airfoil section.
Sweepback in combination with dihedral causes the
dihedral effect to be excessive. As shown in figure
2-15, the swept-wing aircraft in a sideslip has the
wing that is into the wind operating with an effec-
tive decrease in sweepback, while the wing out of
the wind is operating with an effective increase in
38
Plane of symmetry
I
Effective increase in lift
1
due to sideslip
I
. I
</-I -
, /R
Relative wind
Line perpendicular to
plane of symmetry
Decrease in lift
due to sideslip
I
Dihedral angle
FIGURE 2-14. Contribution of dihedral to lateral stability.
sweepback. The wing into the wind develops more
lift, and the wing out of the wind develops less.
This tends to restore the aircraft to a level flight
attitude.
The amount of effective dihedral necessary to
produce satisfactory flying qualities varies greatly
with the type and purpose of the aircraft. Generally,
the effective dihedral is kept low, since high roll
due to sideslip can create problems. Excessive dihe-
dral effect can lead to Dutch Roll, difficult rudder
coordination in rolling maneuvers, or place extreme
demands for lateral control power during crosswind
takeoff and landing.
CONTROL
Control is the action taken to make the aircraft
follow any desired flight path. When an aircraft is
said to be controllable, it means that the craft re-
sponds easily and promptly to movement of the
controls. Different control surfaces are used to
control the aircraft about each of the three axes.
Moving the control surfaces on an aircraft changes
the airflow over the aircrafts surface. This, in turn,
creates changes in the balance of forces acting to
keep the aircraft flying straight and level.
Reduced sweep of wing in
results in increased lift
eep of wing out of wind
results in decreased lift
Relative wind Relative wind
FIGURE 2-15. Effect of sweepback on lateral stability.
39
Rudder
FIGURE 2-16. Primary flight controls.
FLIGHT CONTROL SURFACES
The flight control surfaces are hinged or movable
airfoils designed to change the attitude of the air-
craft during flight. These surfaces may be divided
into three groups, usually referred to as the primary
group, secondary group, and auxiliary group.
Primary Group
The primary group includes the ailerons, eleva-
tors, and rudder (figure 2-16). These surfaces are
used for moving the aircraft about its three axes.
Trim tabs
FIGCRE 2-17. Trim tabs.
The ailerons and elevators are generally operated
from the cockpit by a control stick on single-engine
aircraft and by a wheel and yoke assembly on multi-
engine aircraft. The rudder is operated by foot
pedals on all types of aircraft.
Secondary Group
Included in the secondary group are the trim tabs
and spring tabs. Trim tabs (figure 2-17) are small
airfoils recessed into the trailing edges of the pri-
mary control surfaces. The purpose of trim tabs is
to enable the pilot to trim out any unbalanced con-
dition which may exist during flight, without exert-
ing any pressure on the primary controls. Each trim
tab is hinged to its parent primary control surface,
but is operated by an independent control.
Spring tabs are similar in appearance to trim
tabs, but serve an entirely different purpose. Spring
tabs are used to aid the pilot in moving the primary
control surfaces.
Auxiliary Group
Included in the auxiliary group of flight control
surfaces are the wing flaps, spoilers, speed brakes,
slats, leading edge flaps and slots.
The auxiliary groups may be divided into two
sub-groups. Those whose primary purpose is lift
augmenting and those whose primary purpose is
lift decreasing. In the first group are the flaps,
both trailing. edge and leading edge (slats), and
slots. The lift decreasing devices are speed brakes
and spoilers.
The trailing edge airfoils (flaps) increase the
wing area thereby increasing lift on takeoff and
decrease the speed during landing. These airfoils
are retractable and fair into the wing contour.
Others are simply a portion of the lower skin which
extends into the airstream thereby slowing the air-
craft.
Leading edge flaps are airfoils extended from and
retracted into the leading edge of the wing. Some
installations create a slot (an opening between the
extended airfoil and the leading edge). The flap
(termed slat by some manufacturers) and slot
create additional lift at the slower speeds of takeoff
and landing. Other installations have permanent
slots. built in the leading edge of the wing. At
cruising speeds, the trailing edge and leading edge
flaps (slats) are retracted into the wing proper.
Lift decreasing devices are the speed brakes
(spoilers) . In some installations, there are two
types of spoilers. The ground spoiler is extended
only after the aircraft is on the ground thereby
assisting in the braking action. The flight spoiler
40
assists in lateral control by being extended when-
ever the aileron on that wing is rotated up. When
actuated as speed brakes, the spoiler panels on both
wings raise up--the panel on the up aileron wing
raising more than the panel on the down aileron
side. This provides speed brake operation and
later control simultaneously.
Slats are movable control surfaces attached to the
leading edges of the wings. When the slat is closed,
it forms the leading edge of the wing. When in the
open position (extended forward), a slot is created
between the slat and the wing leading edge. At low
airspeeds this increases lift and improves handling
characteristics, allowing the aircraft to be con-
trolled at airspeeds below the otherwise normal
landing speed.
CONTROL AROUND THE LONGITUDINAL AXIS
The motion of the aircraft about the longitudinal
axis is called rolling or banking. The ailerons
(figure 2-18) are used to control this movement.
The ailerons form a part of the wing and are lo-
cated in the trailing edge of the wing toward the
tips. Ailerons are the movable surfaces of an
otherwise fixed-surface wing. The aileron is in neu-
tral position when it is streamlined with the trailing
edge of the wing.
Ailerons respond to side pressure applied to
the control stick. Pressure applied to move the stick
toward the right raises the right aileron and lowers
Level flight
FIGURE 2-18. Aileron action.
the left aileron, causing the aircraft to bank to the
right. Ailerons are linked together by control
cables so that when one aileron is down, the oppo-
site aileron is up. The function of tbe lowered aile-
ron is to increase the lift by increasing the wing
camber. At the same time, the down aileron also
creates some additional drag since it is in tbe area
of high pressure below the wing. The up aileron, on
the opposite end of the wing, decreases lift on that
end of the wing. The increased lift on the wing
whose aileron is down, raises this wing. This causes
the aircraft to roll about its longitudinal axis as
shown in figure 2-19.
As a result of the increased lift on the wing with
the lowered aileron, drag is also increased. This
drag attempts to pull the nose in the direction of
the high wing. Since the ailerons are used with tbe
rudder when making turns, the increased drag tries
to turn the aircraft in the direction opposite to that
desired. To avoid this undesirable effect, aircraft
are often designed with differential travel of the
ailerons.
Differential aileron travel (figure 2-20) provides
more aileron up travel than down travel for a given
movement of the control stick or wheel in the
cockpit.
The spoilers, or speed brakes as they are also
called, are plates fitted to the upper surface of the
wing. They are usually deflected upward by hy-
draulic actuators in response to control wheel move-
ment in the cockpit. The purpose of the spoilers is
to disturb the smooth airflow across the top of the
airfoil thereby creating an increased amount of
drag and a decreased amount of lift on that airfoil.
Spoilers are used primarily for lateral control.
When banking the airplane, the spoilers function
with the ailerons. The spoilers on the up aileron
side raise with that aileron to further decrease the
lift on that wing. The spoiler on the opposite side
remains in the faired position. Wben the spoilers
are used as a speed brake, they are all deflected
upward simultaneously. A separate control lever is
provided for operating tbe spoilers as speed brakes.
While we tend to think of a spoiler as being a
fairly complicated, controlled device, we should
keep in mind that some are not controllable. Some
spoilers are automatic in operation in that they
come into effect only at a high angle of attack. This
41
FIGURE 2-19. Aileron control system.
Aileron
UI
3
Aileron
down
FIGURE 2-20. Aileron differential control.
42
FIGURE 2-21. Fixed spoilers or stall strip.
arrangement keeps them out of the slipstream at
2-21. This type spoiler causes the inboard portion
cruise and high speeds.
of the wing to stall ahead of the outboard portion
A fixed spoiler may be a small wedge affixed to
which results in aileron control right up to the
the leading edge of the airfoil as shown in figure
occurrence of complete wing stall.
Axis
I
?
Direction of airplane
I motion
FIGURE 2-22. Rudder action.
43
Use extreme accuracy in positioning leading edge
spoilers when re-installing them after they have
been removed for maintenance. Improper position-
ing may result in adverse stall characteristics. Al-
ways follow the manufacturers instructions regard-
ing location and method of attachment.
CONTROL AROUND THE VERTICAL AXIS
Turning the nose of the aircraft causes the air-
craft to rotate about its vertical axis. Rotation of
the aircraft about the vertical axis is called yawing.
This motion is controlled by using the rudder as
illustrated in figure 2-22.
The rudder is a movable control surface attached
to the trailing edge of the vertical stabilizer. To
turn the aircraft to the right, the rudder is moved
to the right. The rudder protrudes into the air-
stream, causing a force to act upon it. This is the
force necessary to give a turning movement about
the center of gravity which turns the aircraft to the
right. If the rudder is moved to the left, it induces a
counterclockwise rotation and the aircraft similarly
turns to the left. The rudder can also be used in
controlling a bank or turn in flight.
The main function of the rudder is to turn the
aircraft in flight. This turn is maintained by the
side pressure of the air moving past the vertical
surfaces. When an aircraft begins to slip or skid,
rudder pressure is applied to keep the aircraft
headed in the desired direction (balanced).
Slip or sideslipping refers to any motion of the
aircraft to the side and downward toward the inside
of a turn. Skid or skidding refers tc any movement
upward and outward away from the center of a
turn.
CONTROL AROUND THE LATERAL AXIS
When the nose of an aircraft is raised or low-
ered, it is rotated about its lateral axis. Elevators
are the movable control surfaces that cause this
rotation (figure 2-23). They are normally hinged
to the trailing edge of the horizontal stabilizer.
/-
Bellcrank
FIGURE 2-23.
The elevators are used to make the aircraft climb
or dive and also to obtain sufficient lift from the
wings to keep the aircraft in level flight at various
speeds.
The elevators can be moved either up or down. If
the elevator is rotated up, it decreases the lift force
on the tail causing the tail to lower and the nose to
rise. If the elevator is rotated downward, it in-
creases the lift force on the tail causing it to rise
and the nose to lower. Lowering the aircrafts nose
increases forward speed, and raising the nose de-
creases forward speed.
Some aircraft use a movable horizontal surface
called a stabilator (figure 2-24). The stabilator
serves the same purpose as the horizontal stabilizer
Elevator action.
and elevator combined. When the cockpit control is
moved, the complete stabilator is moved to raise or
lower the leading edge, thus changing the angle of
attack and the amount of lift on the tail surfaces.
Pivot
FIGURE 2-24. Movable horizontal stabilator.
44
Aircraft empennages have been designed which
combine the vertical and horizontal stabilizers. Such
empennages have the stabilizers set at an angle as
shown in figure 2-25. This arrangement is referred
to as a butterfly or vee, tail.
The control surfaces are hinged to the stabilizers
at the trailing edges. The stabilizing portion of this
arrangement is called a stabilator, and the control
portion is called tbe ruddervator. The ruddervators
can be operated both up or both down at the same
time. When used in this manner, the result is the
same as with any other type of elevator. This action
is controlled by the stick or control column.
The ruddervators can be made to move opposite
each other by pushing the left or right rudder pedal
(figure 2-26). If the right rudder padel is pushed,
the right ruddervator moves down and the left md-
dervator moves up. This produces turning moments
to move the nose of the aircraft to the right.
Stabilizers -
1 Ruddervator
FIGURE 2-25. A butterfly or vee tail.
Direction of pitch
ei ,b
(A)
axis
E
I
I
I
I
AJpfL
I
Direction of yaw
FIGURE 2-26. Ruddervator action. (A) functioning as an elevator; (R) functioning as a rudder.
TABS
Even though an aircraft has inherent stability, it
does not always tend to fly straight and level. The
weight of the load and its distribution affect stabil-
ity. Various speeds also affect its flight characteris-
tics. If the fuel in one wing tank is used before that
in the other wing tank, the aircraft tends to roll
toward the full tank. All of these variations reqrire
constant exertion of pressure on the controls for
correction. While climbing or gliding, it is necessary
to apply pressure on the controls to keep the air-
craft in the desired attitude.
To offset the forces that tend to unbalance an
aircraft in flight, ailerons, elevators, and rudders
are provided with auxiliary controls known as tabs.
These are small, hinged control surfaces (figure
2-27) attached to the trailing edge of the primary
control surfaces. Tabs can be moved up or down by
means of a crank or moved electrically from the
cockpit. These tabs can be used to balance the
45
forces on the controls so that the aircraft flies
straight and level, or may be set so that the aircraft
maintains either a climbing or gliding attitude.
Control horn
* Control surface
C Fixed surface
Tab
A - TRIM TAB
Variable linkage
Horn free to
+-----=~ hinge ~
B - SERVO TAB
&-[y Control horn
C - BALANCE TAB
-I\/ Control horn
D - SPRING TAB
Spring cartridge
FIGURE 2-27. Flight control trim tab types.
Trim Tabs
Trim tabs trim the aircraft in flight. To trim
means to correct any tendency of the aircraft to
move toward an undesirable flight attitude. Trim
tabs control the balance of an aircraft so that it
maintains straight and level flight without pressure
on the control column, control wheel, or rudder
pedals. Figure 2-27A illustrates a trim tab.
Note that the tab has a variable linkage which is
adjustable from the cockpit. Movement of the tab in
one direction causes a deflection of the control sur-
face in the opposite direction. Most of the trim tabs
installed on aircraft are mechanically operated from
the cockpit through an individual cable system.
However, some aircraft have trim tabs that are op
erated by an electrical actuator. Trim tabs are ei-
ther controlled from the cockpit or adjusted on the
ground before taking off. Trim tabs are installed on
elevators, rudders, and ailerons.
Servo Tabs
Servo tabs (figure 2-27B) are very similar in
operation and appearance to the trim tabs just dis-
cussed. Servo tabs, sometimes referred to as flight
tabs, are used primarily on the large main control
surfaces. They aid in moving tbe control surface
and holding it in the desired position. Only the
servo tab moves in response to movement of the
cockpit control. (The servo tab horn is free to pivot
to the main control surface hinge axis.) The force
of the airflow on the servo tab then moves the
primary control surface, With the use of a servo tab
less force is needed to move the main control sur-
face.
Balance Tabs
A balance tab is shown in figure 2-27C. The
linkage is designed in such a way that when the
main control surface is moved, the tab moves in
the opposite direction. Thus, aerodynamic forces,
acting on the tab, assist in moving the main control
surface.
Spring Tabs
Spring tabs (figure 2-27D) are similar in ap-
pearance to trim tabs, but serve an entirely different
purpose. Spring tabs are used for the same purpose
as hydraulic actuators; that is, to aid in moving a
primary control surface. There are various spring
arrangements used in the linkage of the spring tab.
On some aircraft, a spring tab is hinged to the
trailing edge of each aileron and is actuated by a
spring-loaded push-pull rod assembly which is also
linked to the aileron control linkage. The linkage is
connected in such a way that movement of the aile-
ron in one direction causes the spring tab to be
deflected in the opposite direction. This provides a
balanced condition, thus reducing the amount of
force required to move the ailerons.
The deflection of the spring tabs is directly pro-
portional to the aerodynamic load imposed upon the
aileron ; therefore, at low speeds the spring tab
remains in a neutral position and the aileron is a
direct manually controlled surface. At high speeds,
however, where the aerodynamic load is great, the
tab functions as an aid in moving the primary con-
trol surface.
To lessen the force required to operate the con-
trol surfaces they are usually balanced statically
and aerodynamically. Aerodynamic balance is
usually achieved by extending a portion of the con-
46

----e-m- .
Hmge
J
-J--h------ -
I 7
--------
J
L
Friese
FIGURE 2-28. Three forms of aerodynamic balance.
trol surface ahead of the hinge line. This utilizes
the airflow about the aircraft to aid in moving the
surface. The various methods of achieving aerody-
namic balance are shown in figure 2-28.
Static balance is accomplished by adding weight
to the section forward of the hinge line until it
weighs the same as the section aft of it. When
repairing a control surface use care to prevent up-
setting or disturbing the static balance. An unbal-
anced surface has a tendency to flutter as air passes
over it.
High-Lift Devices
High-lift devices are used in combination with
airfoils in order to reduce the takeoff or landing
speed by changing the lift characteristics of an air-
foil during the landing or takeoff phases. When
these devices are no longer needed they are re-
turned to a position within the wing to regain the
normal characteristics of the airfoil.
Two high-lift devices commonly used on aircraft
are shown in figure 2-29. One of these is known as
a slot, and is used as a passageway through the
leading edge of the wing. At high angles of attack
the air flows through the slot and smooths out the
airflow over the top surface of the wing. This ena-
bles the wing to pass beyond its normal stalling
point without stalling. Greater lift is obtained with
the wing operating at the higher angle of attack.
The other high-lift device is known as a flap. It is a
hinged surface on the trailing edge of the wing. The
flap is controlled from the cockpit, and when not in
use fits smoothly into the lower surface of each
wing. The use of flaps increases the camber of a
wing and therefore the lift of the wing, making it
possible for the speed of the aircraft to be de-
creased without stalling. This also permits a steeper
gliding angle to be obtained as in the landing ap-
proach. Flaps are primarily used during takeoff and
landing.
The types of flaps in use on aircraft include: (1)
Plain, (2) split, (3) Fowler, and (4) slotted. The
plain (figure 2-30) is simply ,hinged to the wing
and forms a part of the wing surface when raised.
The split flap (figure 2-30) gets its name from
the hinge at the bottom part of the wing near the
trailing edge permitting it to be lowered from the
47
FIGURE Z-29. High-lift devices.
fixed top surface. The Fowler flap (figure 2-30) fits
into the lower part of the wing so that it is flush
with the surface. When the flap is operated, it slides
backward on tracks and tilts downward at the same
time. This increases wing camber, as do the other
types of flaps. However, Fowler flaps also increase
the wing area; thus, they provide added lift without
unduly increasing drag. ,
The slotted flap (figure Z-30) is like the Fowler
flap in operation, but in appearance it is similar to
the plain flap. This flap is equipped with either
tracks and rollers or hinges of a special design.
During operation, the flap moves downward and
rearward away from the position of the wing. The
slot thus opened allows a flow of air over the
upper surface of the flap. The effect is to streamline
the airflow and to improve the efficiency of the flap.
BOUNDARY LAYER CONTROL DEVICES
The layer of air over the surface which is slower
moving in relation to the rest of the slipstream is
called the boundary layer. The initial airflow on a
smooth surface (figure 2-31) gives evidence of a
very thin boundary layer with the flow occurring in
smooth laminations of air sliding smoothly over one
another. Therefore, the term for this type of flow is
the laminar boundary layer.
\ :
3 ;
.
-. ,
FOWLER
-. I,
.
-. 8,
-.,
*.
FICURE 2-30. Types of wing flaps.
l-
Laminar flow area
Turbulent flow area
\
r Local free-stream velocity 7
f
& ..* . . . . . . , . .
L Wing surface 1
- Boundary layer thickness-
I
FIGURE 2-31. Boundary layer characteristics.
As the flow continues back from the leading edge,
friction forces in the boundary layer continue to
dissipate the energy of the airstream, slowing it
down. The laminar boundary layer increases in
thickness with increased distance from the wing
leading edge. Some distance back from the leading
edge, the laminar flow begins an oscillatory disturb-
ance which is unstable. A waviness occurs in the
laminar boundary layer which ultimately grows
larger and more severe and destroys the smooth
laminar flow. Thus, a transition takes place in
which the laminar boundary layer decays into a
turbulent boundary layer. The same sort of transi-
tion can be noticed in the smoke from a cigarette in
still air. At first, the smoke ribbon is smooth and
laminar, then develops a definite waviness, and
decays into a random turbulent smoke pattern.
Boundary layer control devices are additional
means of increasing the maximum lift coefficient of
a section. The thin layer of air adjacent to the
surface of an airfoil shows reduced local velocities
from the effect of skin friction. At high angles of
attack, the boundary layer on the upper surface
tends to stagnate (come to a stop). When this hap-
pens, the airflow separates from the surface and
stall occurs.
Boundary layer control devices for high-lift ap-
plications feature various devices to maintain high
velocity in the boundary layer and delay separation
of the airflow. Control of the boundary layers ki-
netic energy can be accomplished using slats and
the application of suction to draw off the stagnant
air and replace it with high-velocity air from out-
side the boundary layer.
Slats (figure Z-32) are movable control surfaces
attached to the leading edge of the wing. When the
slat is closed, it forms the leading edge of the wing.
When in the open position (extended forward), a
slot is created between the slat and the wing leading
edge. Thus, high-energy air is introduced into the
boundary layer over the top of the wing. This is
known as boundary layer control. At low air-
speeds this improves handling characteristics, allow-
ing the aircraft to be controlled laterally at air-
speeds below the otherwise normal landing speed.
Controlling boundary layer air by surface suction
allows the wing to operate at higher angles of
attack. The effect on lift characteristics is similar to
that of a slot, because the slot is essentially a
boundary layer control device ducting high-energy
air to the upper surface.
Boundary layer control can also be accomplished
by directing high-pressure engine bleed air through
a narrow orifice located just forward of the wing
Fixed slot
Sm
Automatic slot
Boundary layer control by
upper surface suction
Boundary layer control by
flap augmentation
FIGURE Z-32. Methods of controlling boundary layer air.
flap leading edge. This directs a laminar flow (air
in layers) of air over the wing and flaps when the
flaps have opened sufficiently to expose the orifice.
The high-temperature, high-velocity laminar air
passing over the wing and flaps delays flow separa-
tion (the airstream over an airfoil no longer follows
the contour of the airfoil), hence reduces turbu-
lence and drag (see figure 2-29). This results in a
lower stall speed and allows slower landing speeds.
FORCES ACTING ON A HELICOPTER
One of the differences between a helicopter and a
fixed-wing aircraft is the main source of lift. The
fixed-wing aircraft derives its lift from a fixed air-
foil surface while the helicopter derives lift from a
rotating airfoil called the rotor. Aircraft are classi-
fied as either fixed-wing or rotating wing. The word
helicopter comes from a Greek word meaning
helical wing or rotating wing.
During any kind of horizontal or vertical flight,
there are four forces acting on the helicopter-lift,
49
-._--
--
thrust, weight, and drag. Lift is the force required
to support the weight of the helicopter. Thrust is
the force required to overcome the drag on the
fuselage and other helicopter components.
During hovering flight in a no-wind condition,
the tip-path plane is horizontal, that is, parallel to
the ground. Lift and thrust act straight up; weight
and drag act straight down. The sum of the lift and
thrust forces must equal the sum of the weight and
drag forces in order for the helicopter to hover.
During vertical flight in a no-wind condition, the
lift and thrust forces both act vertically upward.
Weight and drag both act vertically downward.
When lift and thrust equal weight and drag, the
helicopter hovers; if lift and thrust are less than
weight and drag, the helicopter descends vertically;
if lift and thrust are greater than weight and drag,
the helicopter rises vertically.
For forward flight, the tip-path plane is tilted
forward, thus tilting the total lift-thrust force for-
ward from the vertical. This resultant lift-thrust
force can be resolved into two components-lift
acting vertically upward, and thrust acting horizon-
tally in the direction of flight. In addition to lift
and thrust, there are weight, the downward acting
force, and drag, the rearward acting or retarding
force of inertia and wind resistance.
In straight-and-level, unaccelerated forward
flight, lift equals weight and thrust equals drag.
(Straight-and-level flight is flight with a constant
heading and at a constant altitude.) If lift exceeds
weight, the helicopter climbs; if the lift is less than
weight, the helicopter descends. If thrust exceeds
drag, the helicopter speeds up; if thrust is less than
drag, it slows down.
In sideward flight, the tip-path plane is tilted
sideward in the direction that flight is desired thus
tilting the total lift-thrust vector sideward. In this
case, the vertical or lift component is still straight
up, weight straight down, but the horizontal or
thrust component now acts sideward with drag
acting to the opposite side.
For rearward flight, the tip-path plane is tilted
rearward tilting the lift-thrust vector rearward. The
thrust component is rearward and drag forward,
just the opposite to forward flight. The lift compo-
nent is straight up and weight straight down.
Torque
Newtons third law of motion states, To every
action there is an equal and opposite reaction. As
the main rotor of a helicopter turns in one direc-
tion, the fuselage tends to rotate in the opposite
direction. This tendency for the fuselage to rotate is
called torque. Since torque effect on the fuselage is
a direct result of engine power supplied to the main
rotor, any change in engine power brings about a
corresponding change in torque effect. The greater
the engine power, the greater the torque effect.
Since there is no engine power being supplied to
the main rotor during autorotation, there is no
torque reaction during autorotation.
The force that compensates for torque and pro-
vides for directional control can be produced by
means of an auxiliary rotor located on the end of
the tail boom. This auxiliary rotor, generally re-
ferred to as a tail rotor, or anti-torque rotor, pro-
duces thrust in the direction opposite to torque
reaction developed by the main rotor (figure 2-33).
Foot pedals in the cockpit permit the pilot to in-
crease or decrease tail-rotor thrust, as needed, to
neutralize torque effect.
Other methods of compensating for torque and
providing directional control are illustrated in
figure 2-33.
The spinning main rotor of a helicopter acts like
a gyroscope. As such, it has the properties of gyro-
scopic action, one of which is precession. Gyroscopic
precession is the resultant action or deflection of a
spinning object when a force is applied to this
object. This action occurs approximately 90 in the
direction of rotation from the point where the force
is applied (figure 2-34). Through the use of this
principle, the tip-path plane of the main rotor may
be tilted from the horizontal.
The movement of the cyclic pitch control in a
two-bladed rotor system increases the angle of
attack of one rotor blade with the result that a
greater lifting force is applied at this point in the
plane of rotation. This same control movement si-
multaneously decreases the angle of attack of the
other blade a like amount thus decreasing the lift-
ing force applied at this point in the plane of rota-
tion. The blade with the increased angle of attack
tends to rise; the blade with the decreased angle of
attack tends to lower. However, because of the gy-
roscopic precession property, the blades do not rise
or lower to maximum deflection until a point ap
proximately 90 later in the plane of rotation.
As shown in figure 2-35, the retreating blade
angle of attack is increased and the advancing
blade angle of attack is decreased resulting in a
tipping forward of the tip-path plane, since maxi-
50
Anti-torque rotor
p
Vane in rotor slipstream
Differential torque between two rotors
Differential tilt of rotor thrusts
mum deflection takes place 90 later when the ward deflection at the rear and maximum down-
blades are at the rear and front respectively. ward deflection at the front, and the tip-path plane
tips forward. In a three-bladed rotor, the movement of the
cyclic pitch control changes the angle of attack of
each blade an appropriate amount so that the end
result is the same, a tipping forward of the tip-path
plane when the maximum change in angle of attack
is made as each blade passes the same points at
which the maximum increase and decrease are made
for the two-bladed rotor as shown in figure 2-35.
As each blade passes the 90 position on the left,
the maximum increase in angle of attack occurs. As
each blade passes the 90 position to the right, the
maximum decrease in angle of attack occurs. Maxi-
mum deflection takes place 90 later, maximum up-
FIGURE Z-33. Methods for achieving directional control.
Dissymmetry of Lift
The area within the tip-path plane of the main
rotor is known as the disk area or rotor disk. When
hovering in still air, lift created by the rotor blades
at all corresponding positions around the rotor disk
is equal. Dissymmetry of lift is created by horizon-
tal flight or by wind during hovering flight, and is
the difference in lift that exists between the advanc-
ing blade half of the disk area and the retreating
blade half.
At normal rotor operating r.p.m. and zero air-
51
Force applied here
New axis Old axis
Gyro tips
up here
FIGURE 2-34. Gyroscopic precession principle.
speed, the rotating blade tip speed of most helicop-
ter main rotors is approximately 400 m.p.h. When
hovering in a no-wind condition, the speed of the
relative wind at the blade tips and at any specific
point along the blade is the same throughout the
tip-path plane (figure Z-36). However, the speed is
reduced as this point moves closer to the rotor hub
as indicated in figure 2-36 by the two inner circles.
As the helicopter moves into forward flight, the
relative wind moving over each rotor blade becomea
a combination of the rotational speed of the rotor
and the forward movement of the helicopter. As
shown in figure 2-37, the advancing blade has the
combined speed of the blade velocity plus the speed
of the helicopter. On the opposite side, the retreat-
ing blade speed is the blade velocity less the speed
of the helicopter.
It is apparent that the lift over the advancing
blade half of the rotor disk will be greater than the
lift over the retreating blade half during horizontal
flight or when hovering in a wind.
Due to the greater lift of the advancing blade the
helicopter would roll to the left unless something is
done to equalize the lift of the blades on both sides
of the helicopter.
Blade Flapping
In a three-bladed rotor system, the rotor blades
are attached to the rotor hub by a horizontal hinge
which permits the blades to move in a vertical
plane, i.e., flap up or down, as they rotate (figure
2-38 ) . In forward flight and assuming that the
blade-pitch angle remains constant, the increased
lift on the advancing blade will cause the blade to
flap up decreasing the angle of attack because the
relative wind will change from a horizontal direc-
tion to more of a downward direction. The de-
creased lift on the retreating blade will cause the
blade to flap down increasing the angle of attack
because the relative wind changes from a horizontal
direction to more of an upward direction. The com-
Low pitch applied
\
High flap result
--
FICCRF. 2-35. Rotor disk acts like a gyro.
52
DirectiOn Ot rot
ation
0 .T=====
FIGURE 2-36. Comparison of rotor blade speeds for the
advancing blade and retreating blade during hover.
Direction of flight
(100 m.p.h.)
FIGURE 2-37. Comparison of rotor blade speeds for the
advancing and retreating blade during forward flight.
bination of decreased angle of attack on the ad-
vancing blade and increased angle of attack on the
retreating blade through blade flapping action tends
FIGURE 2-38. Blade flapping action (vertical plane).
to equalize the lift over the two halves of the rotor
disk.
The amount that a blade flaps up is a compromise
between centrifugal force, which tends to hold the
blade straight out from the hub, and lift forces
which tend to raise the blade on its flapping hinge.
As the blades flap up they leave their normal tip-
path plane momentarily. As a result, the tip of the
blade which is flapping must travel a greater dis-
tance. Therefore, it has to travel at a greater speed
for a fraction of a second, in order to keep up with
the other blades.
The blade flapping action creates an unbalance
condition with resulting vibration. To prevent this
vibration, a drag hinge (figure 2-39) is incorpo-
rated which permits the blade to move back and
forth in a horizontal plane.
Hub
-------- -----a
FIGURE 2-39. Action of drag hinge (horizontal plane).
With the blades free to move back and forth on
the drag hinges, an unbalanced condition is created
since the c.g. (center of gravity) will not remain
fixed but moves around the mast. This c.g. move-
ment causes excessive vibration. To dampen out the
vibrations, hydraulic dampers limit the movement
of the blades on the drag hinge. These dampers also
tend to maintain the geometric relationship of the
blades.
A main rotor which permits individual movement
of the blades from the hub in both a vertical and
horizontal plane is called an articulated rotor. The
hinge points and direction of motion around each
hinge are illustrated in figure 240.
In a two-bladed system, the blades flap as a unit.
As the advancing blade flaps up due to the in-
creased lift, the retreating blade flaps down due to
the decreased lift. The change in angle of attack on
53
Pitch
Axi: of
rotation
FIGURE 240. Articulated rotor head.
each blade brought about by this flapping action
tends to equalize the lift over the two halves of the
rotor disk.
The position of the cyclic pitch control in for-
ward flight also causes a decrease in angle of attack
on the advancing blade and an increase in angle of
attack on the retreating blade. This together with
blade flapping equalizes lift over the two halves of
the rotor disk.
Coning
Coning (figure 241) is the upward bending of
the blades caused by the combined forces of lift and
centrifugal force. Before takeoff, the blades rotate
in a plane nearly perpendicular to the rotor mast,
since centrifugal force is the major force acting on
them.
As a vertical takeoff is made, two major forces
are acting at the same time-centrifugal force
acting outward perpendicular to the rotor mast, and
lift acting upward and parallel to the mast. The
result of these two forces is that the blades assume
Before takeoff
lift
-
t ~
.- -
---- w
Centrifugal force
During takeoff
FIGURE 2-41. Blade coning.
a conical path instead of remaining in the plane
perpendicular to the mast.
Coning results in blade bending in a semirigid
rotor; in an articulated rotor, the blades assume an
upward angle through movement about the flapping
hinges.
Ground Meet
When a helicopter is in a hovering position close
to the ground, the rotor blades will be displacing
air downward through the disk faster than it cti
escape from beneath the helicopter. This builds up a
cushion of dense air between the ground and the
helicopter (figure 242). This cushion of more dense
air, referred to as ground effect, aids in supporting
the helicopter while hovering. It is usually effective
fo a height of approximately one-half the rotor disk
diameter. At approximately 3 to 5 m.p.h. ground-
speed, the helicopter will leave its ground cushion.
FIGURE 242. Ground effect.
Autorotation
Autorotation is the term used for the flight condi-
tion during which no engine power is supplied and
the main rotor is driven only by the action of the
relative wind. The helicopter transmission or power
train is designed so that the engine, when it stops,
is automatically disengaged from the main rotor
system to allow the main rotor to rotate freely in its
original direction.
When engine power is being supplied to the main
rotor, the flow of air is downward through the
rotor. When engine power is not being supplied to
the main rotor, that is, when the helicopter is in
autorotation, the flow of air is upward through the
rotor. It is this upward flow of air that causes the
rotor to continue turning after engine failure.
The portion of the rotor blade that produces the
forces that cause the rotor to turn when the engine
is no longer supplying power to the rotor, is that
portion between approximately 25% and 70% of
the radius outward from the center. This portion is
often referred to as the autorotative or driving
region. Aerodynamic forces along this portion of
the blade tend to speed up the blade rotation.
The inner 25% of the rotor blade, referred to as
the stall region, operates above its maximum
angle of attack (stall angle), thereby contributing
little lift but considerable drag which tends to slow
the blade rotation.
The outer 30% of the rotor blade is known as
the propeller or driven region. Aerodynamic
forces here result in a small drag force which tends
to slow the tip portion of the blade.
The aerodynamic regions as described above are
for vertical autorotations. During forward flight au-
torotations, these regions are displaced across the
rotor disk to the left.
Rotor r.p.m. stabilizes when the autorotative
forces (thrust) of the driving region and the
autorotative forces (drag) of the driven region
and the stall region are equal.
Forward speed during autorotative descent per-
mits a pilot to incline the rotor disk rearward, thus
causing a flare. The additional induced lift created
by the greater volume of air momentarily checks
forward speed as well as descent. The greater vol-
ume of air acting on the rotor disk will normally
increase rotor r.p.m. during the flare. As the for-
ward speed and descent rate near zero, the upward
flow of air has practically ceased and rotor r.p.m.
again decreases; the helicopter settles at a slightly
increased rate but with reduced forward speed. The
flare enables the pilot to make an emergency land-
ing on a definite spot with little or no landing roll
or skid.
HELICOPTER AXES OF FLIGHT
As a helicopter maneuvers through the air, its
attitude in relation to the ground changes. These
changes are described with reference to three axes
(figure 2-43) of flight: (1) Vertical, (2) longitudi-
nal, and (3) lateral.
Movement about the vertical axis produces yaw,
a nose swing (or change in direction) to the right
or left. This is controlled by the directional-control
pedals. The various methods of achieving direc-
tional control were discussed earlier in this section.
Movement about the longitudinal axis is called
roll. This movement is effected by moving the cyclic
pitch control to the right or left. The cyclic pitch
control is similar to the control stick of a conven-
tional aircraft. It acts through a mechanical linkage
(figure 2-44) to change the pitch of each main-ro-
tor blade during a cycle of rotation.
I
(v
Yaw
~ +<e*ical axis
Lateral axis
FIGURE 243. Axes of flight.
FIGURE 2-44. Cyclic pitch control mechanism.
The rapidly rotating rotor blades create a disk
area that can be tilted in any direction with respect
to the supporting rotor mast. Horizontal movement
55
ia controlled by changing the direction of tilt of the
main rotor to produce a force in the desired direc-
tion.
Movement about the lateral axis produces a nose-
up or nosedown attitude. This movement is effected
by moving the cyclic pitch control fore and aft.
The collective pitch control (figure 245)
varies
the lift of the main rotor by increasing or decreas-
ing the pitch of all blades at the same time. Raising
the collective pitch control increases the pitch of the
blades, thereby increasing the lift. Lowering the
control decreases the pitch of the blades, causing a
loss of lift. Collective pitch control is also used in
coordination with cyclic pitch control to regulate
the airspeed of the helicopter.
FIGURE 2-45. Collective pitch control mechanism.
Many factors determine the amount of lift availa-
ble in helicopter operation. Generally speaking, the
pilot has control of two of these. One is the pitch
angle of the rotor blades; the other is the power de-
livered to the rotor, represented by r.p.m. and mani-
fold pressure. By controlling the pitch angle of the
rotor blades, the pilot can establish the vertical
flight of the helicopter. By manipulating the throttle
control, a constant engine speed can be maintained
regardless of the increase or decrease in blade
pitch. The throttle is mounted on the collective
pitch grip and is operated by rotating the grip. The
throttle is synchronized with the main-rotor pitch
control in such a manner that an increase of pitch
increases power and a decrease in pitch decreases
power. A complete control system of a conventional
helicopter is shown in figure 2-46.
HIGH-SPEED AERODYNAMICS
Developments in aircraft and powerplants are
yielding high-performance transports with capabili-
ties for very high speed flight. Many significant
differences arise in the study of high-speed aerody
namics when compared with low-speed aerodynamics.
It is quite necessary, therefore, that persons asso-
ciated with commercial aviation be familiar with the
nature of high-speed airflow and the peculiarities of
high-performance airplanes.
General Concepts of Supersonic Flow Patterns
At low flight speeds, air experiences small
changes in pressure which cvse negligible varia-
tions in density, greatly simplifying the study of
low-speed aerodynamics. The flow is called incom-
pre&ble since the air undergoes small changes in
pressure without significant changes in density. At
high flight speeds, however, the pressure changes
that take place are quite large and significant
changes in air density occur. The study of airflow
at high speeds must account for these changes in air
density and must consider that the air is compressi-
ble, or that there are compressibility effects.
The speud of sound is very important in the
study of hi&l-speed airflow. The speed of sound
varies with the ambient temperature. At sea level,
on a standard day, the speed of sound is about
661.7 knots (760 m.p.h.).
As a wing moves through the air, local velocity
changes occur which create pressure disturbances in
the airflow around the wing. These pressure dis-
turbances are transmitted through the air at the
speed of sound. If the wing is traveling at low
speed, the pressure disturbances are transmitted and
extend indefinitely in all directions. Evidence of
these pressure disturbances is seen in the typical
subsonic flow pattern illustrated in figure 2-J?
where upwash and flow direction change well ahead
of the wing leading edge.
If the wing is traveling above the speed of sound,
the airflow ahead of the wing is not influenced by
the pressure field of the wing, since pressure dis-
turbances cannot be propagated faster than the
speed of sound. As the flight speed nears the speed
of sound, a compression wave forms at the leading
edge and all changes in velocity and pressure take
place quite sharply and suddenly. The airflow
ahead of the wing is not influenced until the air
molecules are suddenly forced out of the way by the
wing. Evidence of this phenomenon is seen in the
typical supersonic flow pattern shown in figure
248.
Compressibility effects depend not on airspeed,
but rather on the relationship of airspeed to the
56
Rotor blade pitch
Blade thrust bearing
lustable for tracking blades)
Rotating rocker arm (upper links move up together when center
of rocker arms is moved up by collective pitch sleeve, and
cyclically when swash plates are tilted)
Upper swash plate
(tilts and rotates)
Lower swash plate (mounted on gimbals which allow
it to tilt but not to rotate or to move vertically)
Gear case (phantom) fixed to fuselage
--ttTT
Collective pitch sleeve vertical positioning mechanism
Collective pitch sleeve (moves up and
down while rotating with shaft)
r
Pilots collective pitch lever
FIGURE 246. Control system of conventional helicopter.
\
Flow direction changes well ahead of leading edge
Subsonic accelerating flow
FIGURE 2-47. Typical subsonic flow pattern, subsonic wing.
Initial expansion wave
Trailing edge oblique shock wave
\
Leading edge oblique shock wave
Final expansion wave
A------- //
FlOU
does
ahea
edge
1 direction
not change
d of leading
FIGURE 248. Typical supersonic flow pattern, supersonic wing.
speed of sound. This relationship is called Mach
number, and is the ratio of true airspeed to the
speed of sound at a particular altitude.
Compressibility effects are not limited to flight
speeds at and above the speed of sound. Since any
airplane is made up of aerodynamic shapes, air
accelerates and decelerates around these shapes and
attains local speeds above the flight speed. Thus, an
aircraft can experience compressibility. effects at
flight speeds well below the speed of sound. Since it
is possible to have both subsonic and supersonic
flows on the airplane at the same time, it is best to
define certain regimes of flight. These approximate
regimes are defined as follows:
(1) Subsonic-flight Mach numbers below
0.75.
(2) Transonic-flight Mach numbers from
0.75 to 1.20.
(3) Supersonic-flight Mach numbers from
1.20 to 5.00.
(4) Hypersonic-flight Mach numbers above
5.00.
While the flight Mach numbers used to define
these regimes are approximate, it is important to
appreciate the types of flow existing in each area.
In the subsonic regime, subsonic airflow exists on
all parts of the aircraft. In the transonic regime, the
flow over the aircraft components is partly subsonic
and partly supersonic. In the supersonic and hyper-
sonic regimes, supersonic flow exists over all parts
of the aircraft. Of course, in supersonic and hyper-
sonic flight some portions of the boundary layer are
58
subsonic, but the predominating flow is still auper-
sonic.
Difference Between Subsonic and Supersonic
Flow
In a subsonic flow every molecule is affected
more or less by the motion of every other molecule
in the whole field of flow. At supersonic speeds, an
air molecule can influence only that part of the flow
contained in the Mach cone formed behind that
molecule.
The peculiar differences between subsonic flow
and supersonic flow can best be seen by considering
airflow in a closed contracting/expanding tube, as
depicted in figure 2-48.
Decreasing air density
Increasing air density
Contracting tube
-w Expanding tube
Increasing air velocity
Decreasing air velocity
/---
(a) Subsonic flow
Increasing air density
Decreasing air density
Contracting tube
P Expanding tube
Decreasing air velocity
Increasing air velocity
(b) Supersonic flow
FIGURE 249. Comparison of subsonic and supersonic
airflow through a closed tube.
Unlike subsonic flow, a supersonic airstream
accelerates along an expanding tube, causing the air
density to decrease rapidly to compensate for the
combined effects of increased speed and increased
cross sectional area.
Unlike subsonic flow, a supersonic airstream de-
celerates along a contracting tube, causing the air
density to increase rapidly to compensate for the
combined effects of decreased speed and decreased
cross sectional area.
In order to clarify these fundamental points,
figure 2-50 lists the nature of the two types of
tubes. An understanding of figures 2-49 and 2-50
is essential if one is to grasp the fundamentals of
supersonic flow.
ConlrabLg tubs Expmdhg iuba
Subsonk Oow
Accelerates and
rarefies slightly
Decelerates and
compreaeee slightly
Decelerates and Accelerates and
Supusonic flow
compraeaes greatly rarefies greatly
FIGURE 2-50. High-speed flows.
TYPICAL SUPERSONK FLOW PATTERNS
With supersonic flow, all changes in velocity,
pressure, temperature, density, and flow direction
take place suddenly and over a short distance. The
areas of flow change are distinct and the phenom-
ena causing the flow change are called wave forma-
tions. All compression waves occur abruptly and are
wasteful of energy. Compression waves are more
familiarly known as shock waves. Expansion waves
result in smoother flow transition and are not
wasteful of energy like shock waves. Three types of
waves can take place in supersonic flow: (1) The
oblique (inclined angle) shock wave (compres-
sion), (2) the normal (right angle) shock wave
(compression), and (3) the expansion wave (no
shock). The nature of the wave depends on the
Mach number, the shape of the object causing the
flow change, and the direction of flow.
A supersonic airstream passing through the
oblique shock wave experiences these changes :
(1)
(2)
(3)
(4)
(5)
(6)
The airstream is slowed down. Both the
velocity and the Mach number behind the
wave are reduced, but the flow is still
supersonic.
The flow direction is changed so that the
air-stream runs parallel to the new surface.
The static pressure behind the wave is
increased.
The static temperature behind the wave is
increased (and hence the local speed of
sound is increased).
The density of the airstream behind the
wave is increased.
Some of the available energy of the air-
stream (indicated by the sum of dynamic
and static pressure) is dissipated by con-
version into unavailable heat energy.
Hence, the shock wave is wasteful of en-
ergy.
The Normal Shock Wave
If a blunt-nosed object is placed in a supersonic
airstream, the shock wave which is formed is de-
tached from the leading edge. The detached wave
59
( a ) Blunt-nosed object
(b) Wedge or cone
FIGURE 2-51. Normal shock-wave formation with a detached wave.
also occurs when a wedge or cone half angle ex-
ceeds some critical value. Figure 2-51 shows the
formation of a normal shock wave in the above two
cases. Whenever a shock wave forms perpendicular
to the free stream flow, the shock wave is termed a
normal (right angle) shock wave and the flow im-
mediately behind the wave is subsonic. No matter
how high the free stream Mach number may be, the
flow directly behind a normal shock is always sub-
sonic. In fact, the higher the supersonic free stream
Mach number (M) is in front of the normal shock
wave, the lower the subsonic Mach number is aft of
the wave. For example, if Ml is 1.5, Ms is 0.7;
while if MI is 2.6, Mz is only 0.5. A normal shock
wave forms immediately in front of any relatively
blunt object in a supersonic airstream, slowing the
airstream to subsonic so that the airstream may feel
the presence of the blunt object and thus flow
around it. Once past the blunt nose, the airstream
may remain subsonic or it may accelerate back to
supersonic, depending on the shape of the nose and
the Mach number of the free stream.
A normal wave may also be formed when there is
no object in the supersonic airstream. It so happens
that whenever a supersonic airstream is slowed to
subsonic without a change in direction, a normal
shock wave forms as the boundary between the
supersonic and subsonic regions. This is why air-
planes encounter compressibility effects before the
flight speed is sonic. Figure 2-52 illustrates the
manner in which an airfoil at a high subsonic speed
has local flow velocities which are supersonic. As
the local supersonic flow moves aft, a normal shock
wave forms so that the flow may return to subsonic
and rejoin the subsonic free stream at the trailing
edge without discontinuity. The transition of flow
from subsonic to supersonic is smooth and is not
accompanied by shock waves if the transition is
made gradually with a smooth surface. The transi-
tion of flow from supersonic to subsonic without
direction change always forms a normal shock
wave.
A supersonic airstream passing through a normal
shock wave experiences these changes:
(1) The airstream is slowed to subsonic. The
local Mach number behind the wave is
approximately equal to the reciprocal of
the Mach number ahead of the wave. For
example, if the Mach number ahead of the
wave is 1.25, the Mach number of the flow
behind the wave is about 0.8 (more ex-
actly 0.812a).
(2) The airflow direction immediately behind
the wave is unchanged.
(3) The static pressure behind the wave is
greatly increased.
(4) The static temperature behind the wave is
60
I- - 7-r- --- -T - -^_-- --- -
Expansion wave -
/ Local Mach numbers
o.85 0 80
I
i
0.70
oj75
---0.70
(A) Flight Mach number 0.70
(B) Flight Mach number 0.85
FIGURE Z-52. Normal shock-wave formation on an airfoil
in a subsonic airstream.
greatly increased (and hence the local
speed of sound is increased).
(5) The density of the airstream behind the
wave is greatly increased.
(6) The available energy of the airstream (in-
dicated by the sum of dynamic and static
pressure) is greatly reduced. The normal
shock wave is very wasteful of energy.
The Expansion Wave
If a supersonic airstream is turned away from the
preceding flow, an expansion wave is formed. The
flow around a comer shown in figure 2-53 does
not cause sharp, sudden changes in the airflow
except at the corner itself and thus is not actually a
shock wave. A supersonic airstream passing
through an expansion wave experiences these
changes :
(1) The supersonic airstream is accelerated.
The velocity and Mach number behind the
wave are greater.
(2) The flow direction is changed so that the
airstream runs parallel to the new surface,
provided separation does not occur.
(3) The static pressure behind the wave is
decreased.
14) The static temperature behind the wave is
decreased (and hence the local speed of
sound is decreased).
(5) The density of the airstream behind the
wave is decreased.
(6) Since the flow changes in a rather gradual
(a) Supersonic flow around a sharp comer
Series of expansion waves 7
/ /I 4/ /
- -,-- --/--/
, , / /--
/ / ,I /
/+----
------,
1 I/ /I ,I /
-7L
I /
-
1 /
r -/- LL/
/-
/ / /I ,I,/
1r----7
(b) Supersonic flow around a rounded comer
FIGURE 2-53. Expansion wave formation.
manner, there is no shock and no loss of
energy in the airstream. The expansion
wave does not dissipate airstream energy.
A summary of the characteristics of the three
principal wave forms encountered with supersonic
flow is shown in figure 2-54.
Figure 2-55 sh ows the wave pattern for a con-
ventional blunt-nosed subsonic airfoil in a super-
sonic stream. When the nose is blunt, the wave must
detach and become a normal shock wave immedi-
ately ahead of the leading edge. Since the flow just
behind a normal shock wave is always subsonic, the
airfoils leading edge is in a subsonic region of very
high static pressure, static temperature, and density.
In supersonic flight, the zero lift of an airfoil of
some finite thickness includes a wave drag. Wave
drag is separate and distinct from drag due to lift.
The thickness of the airfoil has an extremely power-
ful effect on the wave drag. The wave drag varies as
the square of the thickness ratio (maximum thick-
ness divided by the chord). For example, if the
thickness is cut by one-half, the wave drag is cut by
three-fourths. The leading edges of supersonic
61
Type of wave
Flow direction Effect on velocity
change and Mach number
Effect on static
pressure, static
temperature and
density
Effect on available
energy
I* i2iwa
Oblique shock wave
comer
-,<i
1
No change
Normal shock wave
-
,-I=< -.
Flow around
a comer
Expansion wave
Decreased,
but still
supersonic
Decreased to
subsonic
Increased to higher
supersonic
Increase
Great increase
Decrease
Decrease
Great decrease
No change
(no shock)
kURE 2-54. Supersonic wave characteristics.
Subsonic region
Supersonic region
Expansion waves
Supersonic
v;
m
free stream
%
&
s
Supersonic region
Wave pattern (not to scale)
FIGURE 2-55. The conventional subsonic airfoil in supersonic flow.
shapes must be sharp. If they are not, the wave
formed near the leading edge is a strong detached
normal shock wave.
Once the flow over the airfoil is supersonic, the
aerodynamic center of the surface is located ap
proximately at the 50% chord position. This con-
trasts with the subsonic location of the aerodynamic
center, which is near the 25% chord position.
During supersonic flow all changes in velocity,
Mach number, static pressure, static temperature,
62
density, and flow direction take place quite sud-
denly through the various wave forms. The shape of
the object, the Mach number, and the required flow
direction change dictate the type and strength of
the wave formed.
Any object in subsonic flight which has some
finite thickness or is producing lift must have local
velocities on the surface which are greater than the
free stream velocity. Hence, compressibility effects
can be expected to occur at flight speeds which are
less than the speed of sound. The transonic regime
of flight provides the opportunity for mixed sub-
sonic and supersonic local velocities and accounts
for the first significant effects of compressibility.
As the flight speed approaches the speed of
sound, the areas of supersonic flow enlarge and the
shock waves move nearer the trailing edge. The
boundary layer may remain separated or may re-at-
tach, depending much upon the airfoil shape and
angle of attack. When the flight speed exceeds the
speed of sound, a bow wave sudden appears in
front of the leading edge with a su 1 sonic region
behind the wave. The normal shock waves move to
the trailing edge. If the flight speed is increased to
some higher supersonic value, the bow wave moves
closer to the leading edge and inclines more down-
stream, and the trailing edge normal shock waves
become oblique shock waves.
Of course, all components of the aircraft are af-
fected by compressibility in a manner somewhat
similar to that of the basic airfoil (the empennage,
fuselage, nacelles, and so forth).
Since most of the difficulties of transonic flight
are associated with shock-wave-induced flow separa-
tion, any means of delaying or lessening the shock-
induced separation improves the aerodynamic char-
acteristics. An aircraft configuration can make use
of thin surfaces of low aspect ratio with sweepback
to delay and reduce the magnitude of transonic
force divergence. In addition, various methods of
boundary layer control, high-lift devices, vortex
generators, and so forth, may be applied to improve
transonic characteristics. For example, the mount-
ing of vortex generators on a surface can produce
higher local surface velocities and increase the ki-
netic energy of the boundary layer. Thus, a more
severe pressure gradient (stronger shock wave)
would be necessary to produce the unwanted air-
flow separation.
A vortex generator is a complementary pair of
small, low aspect ratio (short span in relation to
chord) airfoils mounted at opposite angles of attack
to each other and perpendicular to the aerodynamic
surface they serve. Figure 2-56 shows the airfoils
and the airflow characteristics of a vortex genera-
tor. Like any airfoil, those of the generator de-
velop lift. In addition, like any airfoil of especially
low aspect ratio, the airfoil8 of the generator also
develop very strong tip vortices. These tip vortices
cause air to flow outward and inward in circular
paths around the ends of the airfoils. The vortices
generated have the effect of drawing high-energy
air from outside the boundary layer into the slower
moving air close to the skin. The strength of the
vortices is proportional to the lift developed by the
airfoils of the generator.
Lift
Top View
FIGURE 2-56. Wing vortex generator.
Vortex generators serve two distinctly different
purposes, depending on the aerodynamic surface
upon which they are mounted. Rows of vortex gen-
erators located on the upper surface of the wing
just upstream of the ailerons delay the onset of
drag divergence at high speeds and also aid in
maintaining aileron effectiveness at high speeds. In
contrast, rows of vortex generators mounted on
both sides of the vertical fin just upstream of the
rudder prevent flow separation over the rudder dur-
63
ing extreme angles of yaw which are attained only
when rudder application is delayed after an engine
loss at very low speeds. In addition, rows of vortex
generators placed on the underside (and occasion-
ally on the upper surface) of the horizontal stabi-
lizer just upstream of the elevators prevent flow
separation over the elevators at very low speeds.
In summary, vortex generators on wing surfaces
improve high-speed characteristics, while vortex
generators on tail surfaces, in general, improve
low-speed characteristics.
Control Surfaces
The control surfaces used on aircraft operating at
transonic and supersonic flight speeds involves some
important considerations. Trailing edge control sur-
faces can be affected adversely by the shock waves
formed in flight above the control surface critical
Mach number. If the airflow is separated by the
shock wave, the resulting buffet of the control sur-
face can be very objectionable. Installation of vor-
tex generators can reduce buffet caused by shock-in-
duced flow separation. In addition to the buffet of
the surface, the change in the pressure distribution
due to separation and shock-wave location can
create very large changes in control surface hinge
moments. Such large changes in hinge moments pro-
duce undesirable control forces which may require
the use of an irreversible control system. An irrev-
ersible control system employs powerful hydraulic
or electric actuators to move the control surfaces,
hence the airloads developed on the surfaces cannot
be felt by the pilot. Suitable feedback must be syn-
thesized by bungees, q springs, bobweights, and
so forth.
AERODYNAMIC HEATING
When air flows over any aerodynamic surface,
certain reductions in velocity take place which pro-
duce corresponding increases in temperature. The
greatest reduction in velocity and increase in tem-
perature occur at the various stagnation points on
the aircraft. Of course, smaller changes occur at
other points on the aircraft, but these lower temper-
atures can be related to the ram temperature rise at
the stagnation point. While subsonic flight does not
produce temperatures of any real concern, super-
sonic Bight can create temperatures high enough to
be of major importance to the airframe, fuel system,
and power-plant.
Higher temperatures produce definite reductions
in the strength of aluminum alloys and require the
use of titanium alloys and stainless steels. Contin-
ued exposure at elevated temperatures further re-
duces strength and magnifies the problems of creep
failure and structural stiffness.
The effect of aerodynamic heating on the fuel
system must be considered in the design of a super-
sonic airplane. If the fuel temperature is raised to
the spontaneous ignition temperature, the fuel va-
pors will hum in the presence of air without the
need of an initial spark or flame.
Turbojet engine performance is adversely af-
fected by high compressor inlet air temperature.
The thrust output of the turbojet, obviously, is
some function of the fuel flow. But the maximum
allowable fuel flow depends on the maximum per-
missible turbine operating temperature. If the air
entering the engine is already hot, less fuel can
be added in order to avoid exceeding turbine
temperature limits.
FLIGHT CONTROL SYSTEMS
Three types of control systems commonly used
are: (1) The cable, (2) push-pull, and (3) the
torque tube system. The cable system is the most
widely used because deflections of the structure to
which it is attached do not affect its operation.
Many aircraft incorporate control systems that are
combinations of all three types.
Flight Control System Hardware, Mechanical
linkage, and ~Mechanisms
The systems which operate the control surfaces,
tabs, and flaps include flight control system hard-
ware, linkage, and mechanisms. These items connect
the control surfaces to the cockpit controls. In-
cluded in these systems are cable assemblies, cable
guides, linkage, adjustable stops, control surface
snubber or locking devices, surface control booster
units, actuators operated by electric motors, and
actuators operated by hydraulic motors.
Cable Assembly
The conventional cable assembly consists of flexi-
ble cable, terminals (end fittings) for attaching to
other units, and turnbuckles. Information concem-
ing conventional cable construction and end fittings
is contained in Chapter 6 of the Airframe and Pow-
erplant Mechanics General Handbook, AC 659A.
At each regular inspection period, cables should
be inspected for broken wires by passing a cloth
along their length and observing points where the
cloth snags. To thoroughly inspect the cable, move
the surface control to its extreme travel limits. This
64
will reveal the cable in pulley, fairlead, and drum
areas. If the surface of the cable is corroded, relieve
cable tension. Then carefully force the cable open
by reverse twisting, and visually inspect the interior
for corrosion. Corrosion on the interior strands of
the cable indicates failure of the cable and requires
replacement of the cable. If there is no internal
corrosion, remove external corrosion with a coarse-
weave rag or fiber brush. Never use metallic wools
or solvents to clean flexible cable. Metallic wools
imbed dissimilar metal particles, which cause fur-
ther corrosion. Solvents remove the internal cable
lubricant, which also results in further corrosion.
After thoroughly cleaning the flexible cable, apply
corrosion-preventive compound. This compound
preserves and lubricates the cable.
Breakage of wires occurs most frequently where
cables pass over pulleys and through fairleads. Typ-
ical breakage points are shown in figure 2-57. Con-
trol cables and wires should be replaced if worn,
distorted, corroded, or otherwise damaged.
,
FIGURE 2-57. Typical breakage points.
Lockclad cable is used on some large aircraft for
all long, straight runs. It consists of the conven-
tional flexible steel cable with aluminum tubing
swaged to it to lock the cable inside the tubing.
Lockclad cable construction has certain advantages.
Changes in tension due to temperature are less than
with conventional cable. Furthermore, the amount
of stretch at a given load is less than with conven-
tional cable.
Lockclad cables should be replaced when the cov-
ering is worn through, exposing worn wire strands;
is broken; or shows worn spots which cause the
cable to bump when passing over fairlead rollers.
Turnbuckles
The turnbuckle is a device used in cable control
systems to adjust cable tension. The turnbuckle bar-
rel is threaded with left-hand threads inside one end
and right-hand threads inside the other. When ad-
justing cable tension, the cable terminals are
screwed into either end of the barrel an equal dis-
tance by turning the barrel. After a turnbuckle is
adjusted, it must be safetied. The methods of safety-
ing turnbuckles is discussed in Chapter 6 of the
Airframe and Powerplant Mechanics General Hand-
book, AC 65-9.
Cable Connectors
In addition to turnbuckles, cable connectors are
used in some systems. These connectors enable a
cable length to be quickly connected or discon-
nected from a system. Figure 2-58 illustrates one
type of cable connector in use. This type is con-
nected or disconnected by compressing the spring.
Spring connector
B
FIGURE 2-58. Spring type of cable connector.
HYDRAULIC OPERATED CONTROL SYSTEMS
As the airspeed of late model aircraft increased,
actuation of controls in flight became more difficult.
It soon became apparent that the pilot needed as-
sistance to overcome the airflow resistance to con-
trol movement. Spring tabs which were operated
by the conventional control system were moved so
that the airflow over them actually moved the
primary control surface. This was sufficient for
the aircraft operating in the lowest of the high
speed ranges (250-300 mph).
For high speeds a power assist (hydraulic) con-
trol system was designed.
65
Conventional cable or push pull rod systems are
installed and are tied into a power transmission
quadrant. With the system activated, the pilots
effort is used to open valves thereby directing
hydraulic fluid to actuators, which are connected
to the control surfaces by control rods. The ac-
tuators move the control surface to the desired
flight condition. Reversing the input effort moves
the control surface in the opposite direction.
Manual Control
The control system from the cockpit is connected
by a rod across the power transmission quadrant
to the control actuating system. During manual
operation, the pilots effort is transmitted from the
control wheel through this direct linkage to the
control surface. Those aircraft which do not have
the manual reversion system may have as many as
three sources of hydraulic power-primary, back-up
and auxiliary. Any or all of the primary controls
may be operated by these systems.
Gust lock
A cam on the control iuadrant shaft engages a
spring-loaded roller for the purpose of centering
and neutralizing the controls with the hydraulic
system off (aircraft parked). Pressure is trapped
in the actuators and since the controls are neutral-
ized by the cam and roller, no movement of the
control surfaces is permitted.
CABLE GUIDES
Cable guides (figure 2-59) consist primarily of
fairleads, pressure seals, and pulleys.
A fairlead may be made from a nonmetallic mate-
rial, such as phenolic or a metallic material such as
soft aluminum. The fairlead completely encirclea the
cable where it passes through holes in bulkheade.or
other metal parts. Fairleads are used to guide cables
RETAINING
SOLID FAIRLEAD
I- GUARD PIN
FIGURE 2-59. Cable guides.
66
in a straight line through or between structural
fleet the alignment of a cable more than 3 from a
members of the aircraft. Fairleads should never de-
straight line.
Checknut threaded rod end
Tube
I
Adjustable
antifriction
rod end
Adjustable rod end clevis
A Control or push-pull rod
B Torque tube
C Bellcrank
Shaft
E Cable drum
- Rear spar
interconnect
Sector
D Sector
Control wheel
FIGURE Z-60. Flight control system mechanical linkages.
67
Pressure seals are installed where cables (or
rods) move through pressure bulkheads. The seal
grips tightly enough to prevent excess air pressure
loss but not enough to hinder movement of the
cable. Pressure seals should be inspected at regular
intervals to determine that the retaining rings are in
place. If a retaining ring comes off, it may slide
along the cable and cause jamming of a pulley.
Pulleys are used to guide cables and also to
change the direction of cable movement. Pulley
bearings are sealed, and need no lubrication other
than the lubrication done at the factory. Brackets
fastened to the structure of the aircraft support the
pulleys. Cables passing over pulleys are kept in
place by guards. The guards are close-fitting to
prevent jamming or to prevent the cables from slip-
ping off when they slacken due to temperature vari-
ations.
MECHANICAL LINKAGE
Various mechanical linkages connect the cockpit
controls to control cables and surface controls.
These devices either transmit motion or change the
direction of motion of the control system. The link-
age consists primarily of control (push-pull) rods,
torque tubes, quadrants, sectors, bellcranks, and
cable drums.
Contl;ol rods are used as links in flight control
systems td give a push-pull motion. They may be
adjusted at one or both ends. View A of figure
2-60 shows the parts of ti control rod. Notice that it
consists of a tube haiing threaded rod ends. An
adjustable antifriction rod end, or rod end clevis,
attaches at each end of the tube. The rod end, or
clevis, permits attachment of the tube to flight con-
trol system parts. The checknut, when tightened,
prevents the rod end or clevis from loosening.
Control rods should be perfectly straight, unless
designed to be otherwise, when they are installed.
The bellcrank to which they are attached should be
checked for freedom of movement before and after
attaching the control rods. The assembly as a whole
-should be checked for correct alignment. When the
rod is fitted with self-aligning bearings, free rota-
tional movement of the rods must be obtained in all
positions.
It is possible for control rods fitted with bearings
to become disconnected because of failure of the
peening that retains the ball races in the rod end.
This can be avoided by installing the control rods
so that the flange of the rod end is interposed
between the ball race and the anchored end of the
attaching pin or bolt as shown in figure 2-61.
Flange.
L/
FIGURE 241. Rod end flange interposed between the
bearing race and the end of the attaching bolt.
Another alternative is to place a washer, having a
larger diameter than the hole in the flange, under
the retaining nut on the end of the attaching pin or
bolt.
TORQUE TUBES
Where an angular or twisting motion is needed in
a control system, a torque tube is installed. View B
of figure 2-60 shows how a torque tube is used to
transmit motion in opposite directions.
Quadrants, bellcranks, sectors, and drums change
direction of motion and transmit motion to parts
such as control rods, cables, and torque tubes. The
quadrant shown in figure 2-60B is typical of flight
control system linkages used by various manufac-
turers. Figures 2-6OC and 2-60D illustrate a bell-
crank and a sector. View E illustrates a cable
drum. Cable drums are used primarily in trim tab
systems. As the trim tab control wheel is moved
clockwise or counterclockwise, the cable drum winds
br unwinds to actuate the trim tab cables.
STOPS
Adjustable and nonadjustable stops (whichever
the case requires) are used to limit the throw-range
or travel movement of the ailerons, elevator, and
rudder. Usually there are two sets of stops for each
68
of the three main control surfaces, one set being
located at the control surface, either in the snubber
cylinders or as structural stops (figure 2-62)) and
the other at the cockpit control. Either of these may
serve as the actual limit stop. However, those situ-
ated at the control surface usually perform this
function. The other stops do not normally contact
each other, but are adjusted to a definite clearance
when the control surface is at the full extent of its
travel. These work as over-ride stops to prevent
stretching of cables and damage to the control sys-
tem during violent maneuvers. When rigging con-
trol systems, refer to the applicable maintenance
manual for the sequence of steps for adjusting these
stops to limit the control surface travel.
FIGURE 242. Adjustable rudder stops.
CONTROL SURFACE SNUBBERS AND LOCKINO
DEVICES
Various types of devices are in use to lock the
control surfaces when the aircraft is parked or
moored. Locking devicee prevent damage to the
control surfaces and their linkages from gusts and
high-velocity winds. Common devices that are in
use are the internal locking brake (sector brake)
spring-loaded plunger, and external control surface
locks.
Internal locking Devices
The internal locking device is used to secure the
ailerons, rudder, and elevator in their neutral poai-
tions. The locking device is usually operated
through a cable system by a spring-loaded plunger
(pin) that engages a hole in the control surface
mechanical linkage to lock the surface. A spring
connected to the pin forces it back to the unlock
position when the cockpit control lever is placed in
the unlock position, An over-center toggle linkage
is used on some other type aircraft to lock the
cimtrol surfacee.
Control surface locking systems are usually so
designed that the throttles cannot be advanced until
the control surfaces are unlocked. This prevents
taking off with the control eurfacee in the locked
position.
A typical control lock for small aircraft consists
of a metal tube that is installed to lock the control
wheel and rudder pedals to an attachment in the
cockpit. Such a system is illustrated in figure 2-63.
FIGURE 2-63. Typical control
for small aircraft.
lock assembly
Control Surface Snubbers
Hydraulic booster units are used on some aircraft
to move the control surfaces. The surfaces are
usually protected from wind gusts by snubbers in-
corporated into the booster unit. On some aircraft
an auxiliary snubber cylinder is connected directly
to the surface to provide protection. The snubbers
hydraulically check or cushion control surface
movement when the aircraft is parked. This pre-
vents wind gusts from slamming the control sur-
faces into their stops and possibly causing damage.
69
External Control Sudace Locks
External control surface locks are in the form of
channeled wood blocks. The channeled wood blocks
slide into the openings between the ends of the
movable surfaces and the aircraft structure. This
locks the surfaces in neutral. When not in use, these
locks are stowed within the aircraft.
Tension Regulators
Cable tension regulators are used in some flight
control systems because there is considerable differ-
ence in temperature expansion of the aluminum air-
craft structure and the steel control cables. Some
type designed for different kinds of cable, cable
sizes, and cable tensions.
One type of tensiometer is illustrated in figure
2-64. With the trigger lowered, place the cable to
be tested under the two anvils. Then close the trig
ger (move it up). Movement of the trigger pushes
up the riser, which pushes the cable at right angles
to the two clamping points under the anvils. The
force that is required to do this is indicated by the
dial pointer. As the sample chart beneath the illus-
tration shows, different numbered risers are used
with different size cables. Each riser has an identi-
fying number and is easily inserted into the ten-
eiometer.
large aircraft incorporate tension regulators in the
control cable systems to automatically maintain a
given cable tension. The unit consists of a compres-
sion spring and a locking mechanism which allows
the spring to make correction in the system only
when the cable system is in neutral.
AIRCRAFT RIGGING
Control surfaces should move a certain distance
in either direction from the neutral position. These
movements must be synchronized with the move-
ment of the cockpit controls. The flight control sys-
tem must be adjusted (rigged) to obtain these re-
quirements.
Generally speaking, the rigging consists of the
following: (1) Positioning tbe flight control system
in neutral and temporarily locking it there with rig
pins or blocks, and (2) adjusting surface travel,
system cable tension, linkages, and adjustable stops
to the aircraft manufacturers specifications.
When rigging flight control systems, certain items
Sample only
I)
/
_
of rigging equipment are needed. Primarily, this
No. 1 Riser
equipment consists of tensiometers, cable rigging Tension
tension charts, protractors, rigging fixtures, contour
;
Iia. l/l6 3/32 l/8
I I Lb.
_
templates, and rulers.
No. 3
7/32 l/d
Measuring Cable Tension
To determine the amount of tension on a cable, a
tensiometer is used. When properly maintained, a
tensiometer is 98% accurate. Cable tension is deter-
mined by measuring the amount of force needed to
make an offset in the cable between two hardened
steel blocks, called anvils. A riser or plunger is
pressed against the cable to form the offset. Several
manufacturers make a variety of tensiometers, each
12 16 21
19 23 29
25 30 36
$1 36 43
36 42 50
41 48 57
46 54 63
51 60 69
90
100
110
120
12 20
17 26
22 32
+ 3;
38 52
42 56
46 60
50 64
FIGURE 2-64. Tensiometer.
70
In addition, each tensiometer has a calibration
table (figure 2-64) which is used to convert the
dial reading to pounds. (The calibration table is
very similar to the sample chart shown below the
illustration.) The dial reading is converted to
pounds of tension as follows. Using a No. 2 riser
(figure 2-64) to measure the tension of a 5/32-in.
diameter cable a reading of 30 is obtained. The
actual tension (eee calibration tablg) of the cable is
70 lbs. Observing the chart, also notice that a No. 1
riser is used with l/l&, 3/32-, and l/8-in. cable.
Since the tensiometer is not designed for use in
measuring 7/32- or l/bin. cable, no values are
shown in the No. 3 riser column of the chart.
When taking a reading, it may be difficult to see
the dial. Therefore, a pointer lock is present on the
tensiometer. Push it in to lock the pointer. Then
remove the tensiometer from the cable and observe
the reading. After observing the reading, pull the
lock out and the pointer will return to zero.
Cable rigging tension charts (figure 2-65) are
graphic tools used to compensate for temperature
variations. They are used when establishing cable
tensions in flight control systems, landing gear sys-
tems, or any other cable-operated systems.
To use the chart, determine the size of the cable
that is to be adjusted and the ambient air tempera-
ture. For example, assume that the cable size is
l/8-in. in diameter, that it is a 7 x 19 cable, and
the ambient air temperature is 85 F. Follow the
85 F. line upward to where it intersects the curve
for l/8&. cable. Extend a horizontal line from the
point of intersection to the right edge of the chart.
The value at this point indicates the tension (rip
ging load in pounds) to establish on the cable. The
tension for this example is 70 lbs.
Surface Travel Measurement
The tools for measuring surface travel primarily
include protractors, rigghg fixtures, contour tem-
plates, and rulers. These tools are used when rig
ging flight control systems to assure that the desired
travel has been obtained.
Cab11 e sizes
l/4 7 x 19
3/16 7 x 19
S/32 7 x 19
l/8 7x 18
3/32 7x7
l/l0 7x7
Values include 10 percent structural deflection
260
240
220
200
180
-160
- 140
=I20
-100
-80
- 60
-40
-20
-0
-6%~o-~~-h-~o-i~-io i0 io 80 90 ldolioliol3ol40150 160
Temperature in degrees fahrenheit
lad
Rigging
load in
pounds
FIGURE 2-65. Typical cable rigging chart.
71
Protractors are tools for measuring angles in de-
grees. Various types of protractors are used to de-
termine the travel of flight control surfaces. One
protractor that can be used to measure aileron,
elevator, or wing flap travel is the universal propel-
ler protractor. Notice that this protractor (figure
2-66) is made up of a frame, a disk, a ring, and
two spirit levels. The disk and ring turn independ-
ently of each other and of the frame. (The comer
spirit level is used to position the frame vertically
when measuring propeller blade angle.) The center
spirit level is used to position the disk when meas-
uring control surface travel. A disk-to-ring lock is
provided to secure the disk and ring together when
the zero on the ring vernier scale and the zero on
the disk degree scale align. The ring-to-frame lock
prevents the ring from moving when the disk is
moved. Note that they start at the same point and
advance in opposite directions. A double lo-part
vernier is marked on the ring.
The procedure to use for operating the protractor
to measure control surface travel is shown at the
bottom of figure 2-66.
Rigging Fixtures and Contour Templates
Rigging fixtures and templates are special tools
(gages) designed by the manufacturer to measure
control surface travel. Markings on the fixture or
template indicate desired control surface travel.
Rulers
In many instances the aircraft manufacturer gives
the travel of a particular control surface in degrees
and inches. If the travel in inches is provided, a
ruler can be used to measure surface travel in
inches.
RIGGING CHECKS
The purpose of this section is to explain the
methods of ohecking the relative alignment and ad-
justment of an aircrafts main structural compo-
nents. It is not intended to imply that the proce-
dures are exactly as they may be in a particular
aircraft. When rigging an aircraft, always follow
the procedures and methods specified by the air-
craft manufacturer.
Structural Alignment
The position or angle of the main structural com-
ponents is related to a longitudinal datum line par-
allel to the aircraft center line and a lateral datum
line parallel to a line joining the wing tips. Before
checking the position or angle of the main compo-
nents, the aircraft should be leveled.
Small aircraft usually have fixed pegs or blocks
attached to the fuselage parallel to or coincident
with the datum lines. A spirit level and a straight
edge are rested across the pegs or blocks to check
the level of the aircraft. This method of checking
aircraft level also applies to many of the larger
types of aircraft. However, the grid method is some-
times used on large aircraft. The grid plate (figure
2-67) is a permanent fixture installed on the air-
craft floor or supporting structure. When the air-
craft is to be leveled, a plumb bob is suspended
from a predetermined position in the ceiling of the
aircraft over the grid plate. The adjustments to the
jacks necessary to level thk aircraft are indicated- on
the grid scale. The aircraft is level when the plumb
bob is suspended over the center point of the grid.
Certain precautions must be observed in all in-
stances. Normally, rigging and alignment checks
should not he undertaken in the open. If this cannot
be avoided, the aircraft should be positioned with
the nose into the wind.
The weight and loading of the aircraft should be
exactly as described in the manufacturers manual.
In all cases, the aircraft should not be jacked until
it is ensured that the maximum jacking weight (if
any) specified by the manufacturer is not exceeded.
With a few exceptions, the dihedral and inci-
dence angles of conventional modern aircraft
cannot be adjusted. Some manufacturers permit ad-
justing the wing angle of incidence to correct for a
wing-heavy condition. The dihedral and incidence
angles should be checked after hard landings or
after experiencing abnormal flight loads to ensure
that the components are not distorted and that the
angles are within the specified limits.
There are several methods for checking structural
alignment and rigging angles. Special rigging
boards which incorporate, or on which can be
placed, a special instrument (spirit level or clinome-
ter) for determining the angle are used on some
aircraft. On a number of aircraft the alignment is
checked using a transit and plumb bobs or a theo-
72
Ring vernier scale
I
Ring adjuster
Center spirit level
Disk-to-ring lock on ring
engages only when zeros
on scales are aligned.
Ring-to-frame lock
I -
Comer spirit level
on frame folded in
With disk-to-ring lock in the deep slot, turn disk adjuster
to lock disk to ring.
Move control surface to neutral. Place protractor on con-
trol surface and turn ring adjuster to center bubble in center
spirit level (ring must be unlocked from frame).
Lock ring to frame with ring-to-frame lock.
Move control surface to extreme limit of movement
Unlock disk from ring with disk-to-ring lock.
Turn disk adjuster to center bubble in center spirit level.
Read surface travel in degrees on disk and tenths of a
degree on vernier scale.
FIGURE Z-66. Using the universal propeller protractor to measure control surface travel.
dolite and sighting rods. The particular equipment
to use is usually specified in the manufacturers
manuals.
(1) Wing dihedral angle.
(2) Wing incidence angle.
(3) Engine alignment.
When checking alignment, a suitable sequence
should be developed and followed to be certain that
the checks are made at all the positions specified.
The alignment checks specified usually include:
(4) Horizontal stabilizer incidence.
(5) Horizontal stabilizer dihedral.
(6) Verticality of the fin.
(7) A symmetry check.
73
I I
Raise nose jack Raise nose jack
Scale reading one unit per Scale reading one unit per
inch of jack movement inch of jack movement
FIGURE 247. Typical grid plate. FIGURE 247. Typical grid plate.
Checking Dihedml
The dihedral angle should be checked in the spec-
ified positions using the special boards provided by
the aircraft manufacturer. If no such boards are
available, a straight edge and a clinometer can be
used. The methods for checking dihedral are shown
in figure 2-68.
It is important that the dihedral be checked at
the positions specified by the manufacturer. Certain
portions of the wings or horizontal stabilizer may
sometimes be horizontal or, on rare occasions, an-
hedral angles may be present.
Checking Incidence
Incidence is usually checked in at least two speci-
fid e positions on the surface of the wing to ensure
Special dihedral board with
spirit level incorporated.
1 ,
-
--. I
Straight edge and
adjustable level
FIGURE 248. Checking dihedral.
74
that the wing is free from twist. A variety of inci-
dence boards are used to check the incidence angle.
Some have stops at the forward edge which must be
placed in contact with the leading edge of the wing.
Others are equipped with location pegs which fit
into some specified part of the structure. The pur-
pose in either case is to ensure that the board is
fitted in exactly the position intended. In most in-
stances, the boards are kept clear of the wing con-
tour by short extensions attached to the board. A
typical incidence board is shown in figure 2-69.
Bubble level
Chord linr
FIGURE Z-69. A typical incidence board.
When used, the board is placed at the specified
locations on the surface being checked. If the inci-
dence angle is correct, a clinometer on top of the
board will read zero, or within a specified tolerance
of zero. Modifications to the areas where incidence
boards are located can affect the reading. For exam-
ple, if leading-edge deicer boots have been installed,
this will affect the position taken by a board having
a leading edge stop.
Checking Fin Verticality
After the rigging of the horizontal stabilizer has
been checked, the verticality of the vertical stabi-
lizer relative to the lateral datum can be checked.
The measurements are taken from a given point on
either side of the top of the fin to a given point on
the left and right horizontal stabilizers (figure
2-70). The measurements should be similar within
prescribed limits. When it is necessary to check the
String or tape measure
lateral datum
FIGURE Z-70. Checking fin verticality.
alignment of the rudder hinges, remove the rudder
and pass a plumb bob line through the rudder
hinge attachment holes. The line should pass cen-
trally through all the holes. It should be noted that
some aircraft have the leading edge of the vertical
fin offset to the longitudinal center line to counter-
act engine torque.
Checking Engine Alignment
Engines are usually mounted with the thrust line
parallel to the horizontal longitudinal plane of sym-
metry. However, this is not always true when the
engines are mounted on the wings. Checking to
ensure that the position of the engines, including
any degree of offset, is correct depends largely on
the type of mounting. Generally, the check entails a
measurement from the center line of the mounting
to the longitudinal center line of the fuselage
(figure 2-71) at the point specified in the applica-
ble manual.
Symmetry Check
The principle of a typical symmetry check is il-
lustrated in figure 2-71. The precise figures, toler-
ances and checkpoints for a particular aircraft will
be found in the applicable service or maintenance
manual.
On small aircraft the measurements between
points are usually taken using a steel tape. When
measuring long distances, it is suggested that a
spring scale be used with the tape to obtain equal
tension. A S-lb. pull is usually sufficient.
Where large aircraft are concerned, the positions
where the dimensions are to be taken are usually
chalked on the floor. This is done by suspending a
plumb bob from the checkpoints, and marking the
floor immediately under the point of each plumb
bob. The measurements are then taken between the
center of each marking.
ADJUSTMENT OF CONTROL SURFACES
In order for a control system to function prop
erly, it must be correctly adjusted. Correctly rigged
control surfaces will move through a prescribed arc
(surface-throw) and be synchronized with the
movement of the cockpit controls.
Rigging any system requires that the step-by-step
procedures be followed as outlined in the aircraft
maintenance manual. Although the complete rigging
procedure for most aircraft is of a detailed nature
that requires several adjustments, the basic method
follows three steps :
75
FIGURE 2-71. A typical method of checking aircraft symmetry.
(1) Lock the cockpit control, bellcranks, and
the control surfaces in the neutral posi-
tion.
(2) Adjust the cable tension, maintaining the
rudder, elevators, or ailerons in the neu-
tral position.
(3) Adjust the control stops to limit the con-
trol surface travel to the dimensions given
for the aircraft being rigged.
The range of movement of the controls and con-
trol surfaces should be checked in both directions
from neutral.
The rigging of the trim tab systems is performed
in a similar manner. The trim tab control is set to
the neutral (no trim) position, and the surface tab
is usually adjusted to streamline with the control
surface. However, on some aircraft the trim tabs
may be offset a degree or two from streamline when
in the neutral position. After the tab and tab
control are in the neutral position, adjust the con-
trol cable tension.
Pins, usually called rig pins, are sometimes used
to simplify the setting of pulleys, levers, bellcranks,
etc., in their neutral positions. A rig pin is a small
metallic pin or clip. When rig pins are not pro-
vided, the neutral positions can be established by
means of alignment marks, by special templates, or
by taking linear measurements.
76
II the final alignment and adjustment of a system extended beyond the specified limits when the tab is
are correct, it should be possible to withdraw the in its extreme positions.
.
rigging pins easily. Any undue tightness of the pins
in the rigging holes indicates incorrect tensioning
or misalignment of the system.
After a system has been adjusted, the full and
synchronized movement of the controls should be
checked. When checking the range of movement of
the control surface, the controls must be operated
from the cockpit and not by moving the control
surfaces. During the checking of control surface
travel, ensure that chains, cables, etc., have not
reached the limit of their travel when the controls
are against their respective stops. Where dual con-
trols are installed, they must be synchronized and
function satisfactorily when operated from both po-
sitions.
After determining that the control system func-
tions properly and is correctly rigged, it should be
thoroughly inspected to determine that the system is
correctly assembled, and will operate freely over the
specified range of movement. Make certain that all
turnbuckles, rod ends, and attaching nuts and bolts
are correctly safetied.
HELICOPTER RIGGING
Trim tabs and other tabs should be checked in a
manner similar to the main control surfaces. The
tab position indicator must be checked to see that it
functions correctly. If jackscrews are used to
actuate the trim tab, check to see that they are not
The flight control units located in the cockpit
(figure 2-72) of all helicopters are very nearly the
same. All helicopters have either one or two of each
of the following: (1) Collective pitch control, (2)
cyclic pitch control, and (3) directional control
pedals. Basically, these units do the same things,
regardless of the type of helicopter on which they
are installed. But this is where most of the similarity
ends. The operation of the systems in which these
units are installed varies greatly according to the
helicopter model.
ontrols attitude and direction of flight
Controls altitude
FIGURE 2-72. Controls of the helicopter and the principal function of each.
Rigging the helicopter coordinates the movements
of the flight controls and establishes the relation-
ship between the main rotor and its controls and
between the tail rotor and its controls. Rigging is
not a difficult job, but it requires great precision
in position with pins, clamps, or jigs; and
adjusting the various linkages to fit the
immobilized control component.
(2) Step two consists of placing the control
surfaces in a specific reference position;
and attention to detail. Strict adherence to rigging
procedures is a must. Adjustments, clearances, and
using a rigging jig (figure 2-73)) a preci-
sion bubble protractor, or a spirit level to
tolerances must be exact.
check the angular difference between the
Rigging of the various flight control systems can
control surface and some fixed surface on
be broken down into three major steps.
the aircraft.
(1) Step one consists of placing the control
(3) Step three consists of setting the maximum
system in a particular position; holding it
range of travel of the various components.
77
Main rotor rigging protractor
~ICXIRE Z-73. A typical rigging protractor.
This adjustment limits the physical move-
ment of the control system.
After completion of the static rigging, a func-
tional check of the flight control system must be
accomplished. The nature of the functional check
will vary with the type of rotorcraft and system
concerned, but usually includes determining that:
(1) The direction of movement of the main
and tail rotor blades is correct in relation
to movement of the pilots controls.
(2) The operation of interconnected control
systems (engine throttle and collective
pitch) are properly coordinated.
(3) The range of movement and neutral posi-
tion of the pilots controls are correct.
(4) The maximum and minimum pitch angles
of the main rotor blades are within speci-
fied limits. This includes checking the
fore-and-aft and lateral cyclic pitch and
collective pitch blade angles.
(5) The Lacking of the main rotor blades is
correct.
(6) In the case of multi-rotor aircraft, the rig
ging and movement of the rotor blades are
synchronized.
(7) When tabs are provided on main rotor
blades, they are correctly set.
(8) The neutral, maximum and minimum pitch
angles and coning angles of the tail rotor
blades are correct.
(9) When dual controls are provided, they
function correctly and in synchronization.
Upon completion of rigging, a thorough check
should be made of all attaching, securing, and pivot
points. All bolts, nuts, and rod ends should be prop
erly secured and safetied.
Blade Tracking
When the main rotor blades do not cone by the
same amount during rotation, it is referred to as
out of. track. This may result in excessive vibra-
tj,on at the control column. Blade tracking is the
process of determining the positions of the tips of
the rotor blade relative to each other while the
rotor head is turning, and of determining the correc-
tions necessary to hold these positions within cer-
tain tolerances. Tracking shows only the relative
position of the blades, not their path of flight. The
blades should all track one another as closely as
possible. The purpose of blade tracking is to bring
the tips of all blades into the same tip path through-
out their entire cycle of rotation.
In order to track rotor blades with minimum time
and maximum accuracy, the correct equipment must
be available. The equipment generally used to track
blades includes :
(1) Tracking flag with flag material.
(2) Grease pencils or colored chalk.
(3) Suitable marking material.
(4) Reflectors and tracking lights (figure
2-74).
(5) Tracking stick.
(6) Trim-tab bending tool.
(7) Trim-tab angle indicator.
Before starting a blade tracking operation, new
or recently overhauled blades should be checked for
proper incidence. Trim tabs should be set at zero on
new or overhauled blades. Trim tabs of blades in
service should not be altered until blade track has
been determined.
One means of tracking is the flag tracking
method (figure 2-75). The blade tips are marked
with chalk or grease pencil. Each blade tip should
be marked with a different color so that it will be
easy to determine the relationship of the tips of the
rotor blades to each other. This method can be used
on all types of helicopters that do not have jet
propulsion at the blade tips. The man holding the
flag faces in the direction of blade rotation, watch-
ing the retreating blades. Facing away from the
oncoming blades permits the flag holder to observe
the blades as they come in contact with the flag.
78
FIGURE 2--74. Blade tracking with strobe light.
The angle of the flag to the chord of the blade is
important. If the angle is too great, the marks will
be long and the flag will flutter excessively. If the
angle is too straight, the blade may cut the flag.
The most satisfactory angle is about 80 to the
chord line of the blade. The marks on the flag will
then be approximately 3/16 in. to l/4 in. long. The
flag method of tracking can be used not only to
ascertain the relative positions of the blades but
also the flight characteristics of the blades at differ-
ent r.p.m. and power settings.
ing and diving tendencies of imporperly rigged
blades, it is possible to have all blades at a common
point at certain r.p.m. and power settings, but out
of track at other r.p.m. or power settings.
In order to plot the flight characteristics of a set
of blades, it is necessary to take a .trace at different
r.p.m. settings and record the results. A minimum of
three traces is necessary to produce a satisfactory
plot. Four traces are desirable to produce a plot on
heads having three or more rotor blades. When the
tracking plot is completed, one blade is chosen as a
reference blade. Usually, the reference blade is the
center blade of a plot on a multi-blade rotor system
and the lower blade on a two-blade rotor system. If
the center or lower blade of a plot shows unusual
flight characteristics, another blade may be chosen
as the reference blade. A blade track that rises with
an increase in r.p.m. is a climbing blade; one that
lowers with increase of r.p.m. or power is a diving
blade. When a climbing blade and a diving blade
cross, it is termed a crossover. Because of the climb-
The most common error in blade tracking is to
bring the blades into track with trim tabs at cruise
r.p.m. only. The blades may then be at the meeting
point of a crossover and will spread at different
r.p.m. power settings, or forward speed; an out-of-
track condition will result. The correct tracking
procedure is to maintain a constant blade spread at
all r.p.m. power settings and flight speeds. A con-
stant spread can be held only by proper adjustment
of trim tabs. After a constant spread has been es-
tablished with trim tabs, it is necessary to bring the
blade tips into a single path of rotation with the
pitch links. Bending the trim tabs up will raise the
blade and bending them down will lower the blade.
Bending of trim tabs should be kept to a minimum
because tab angle produces excessive drag on the
blades. The setting of the tabs on main rotor blades
(if provided) should be checked to eliminate out-
of-balance moments which will apply torque to the
rotor blades. The tab setting is checked for correct-
ness by running the rotor at the prescribed speed
and ensuring that the cyclic-pitch control column
remains stationary. Out-of-balance moments impart
a stirring motion to the column.
79
curtain -
I
Leading edge
7 J$j
Position of chalk mark
(approximately
2 inches long)
of helicopter
bt
Curtain - I
I
I
l/2 max stwead - I
I
I
I
I
(typicai) 1 ;
T b
I
I I
Pole -
FIGURE 2-75. Tracking.
PRINCIPLES OF BALANCING OR RE-BALANCING
The principles that are essential in the balancing
or rebalancing of the control surfaces are not too
difficult to understand if some simple comparison is
used. For example, a seesaw that is out of balance
may be compared to a control surface that does not
have balance weights installed, as in figure 2-76.
From this illustration, it is easy to understand how
a control surface is naturally tail (trailing edge)
heavy.
It is this out-of-balance condition that can cause
a damaging flutter or buffeting of an aircraft and
therefore must be eliminated. This is best accom-
plished by adding weights either inside or on the
leading edge of the tabs, ailerons, or in the proper
location on the balance panels. When this is done
properly, a balanced condition exists and can be
compared to the seesaw with a child sitting on the
short end of the plank.
The effects of moments on control surfaces can be
easily understood by a closer observation and study
of a seesaw and two children of different weights
80
Hinge center line
Seesaw
Control surface
Hinge c:nter line
seated in different positions thereon. Figure 2-77
illustrates a seesaw with an 80%. child seated at a
distance of 6 ft. from the fulcrum point of the
seesaw. The weight of the child tends to rotate the
seesaw in a clockwise direction until it touches the
ground. To bring the seesaw into a level or bal-
anced condition, a child is placed on the opposite
end of the seesaw. The child must be placed at a
point equal to the moment of the child on the left
side of the seesaw.
I Weight x distance = M&nent
80 lb. x 6 feet = 480 ft. lbs. = Moment
FIGURE Z-77. Moment.
Assume that the child is placed a distance of 8 ft.
to the right of the fulcrum point. A simple formula
can be used to determine the exact weight that the
child must have to balance or bring the seesaw into
a leveled condition.
FIGURE 2-76. (A) Unbalanced, (B) Balanced conditions.
To produce a balanced condition of the seesaw
(or control surface), the counterclockwise moment
must equal the clockwise moment. Moment is found
by multiplying weight times distance. Therefore, the
formula to balance the seesaw is:
W, x D, = W, x D,.
Ws would be the unknown weight of the second
child. Ds would be the distance (in feet) from the
fulcrum that the second child is seated (8). WI
would be the weight of the first child (80 lbs.). D1
would be the distance (in feet) from the fulcrum
that the first child is seated (6).
Finding the weight of the second child is now a
simple matter of substitution and solving the for-
mula as follows:
Wa x D2 = WI x DI
Wa X 8= 80 lbs. X 6
wz =
480 lbs.
8
Wt = 60 lbs.
So the weight of the second child would have to
be 60 lbs. To prove the formula:
60 lbs. x 8 ft. = 80 lbs. X 6 ft.
480 ft. lbs. = 480 ft. lbs.
This would result in a balanced condition of the
seesaw since the counterclockwise moments around
the fulcrum are equal to the clockwise moments
around the fulcrum.
81
The same effect is obteked in a control surface
by the addition of weigh.. Since most of the repairs
to control surfacTs are ,Aft of the hinge center line,
resulting in a trZq*edge-heavy condition, the
weight is added forward of the hinge center line.
The correct re-balance weight must be calculated
and installed in the proper position.
Rebalancing of Movable Surfacer
The material in this section is presented for fami-
liarization purposes only, and should not be used
when re-balancing a control surface. Explicit in.
structions for the balancing of control surfaces are
given in the service and overhaul manuals for the
specific aircraft and must be followed closely.
Any time repairs on a control surface add weight
fore or aft of the hinge center line, the control
surface must be rebalanced. Any control surface
that is out of balance will be unstable and will not
remain in a streamlined position during normal
flight. For example, an aileron that is trailing-edge
heavy will move down when the wing deflects up
ward, and up when the wing deflects downward.
Such a condition can cause unexpected and violent
maneuvers of the aircraft. In extreme cases, flutter-
ing and buffeting may develop to a degree that
could cause the complete loss of the aircraft.
Re-balancing a control surface concerns both
static and dynamic balance, A control surface that
is statically balanced will also be dynamically bal-
anced.
Static Balance
Static balance is the tendency of an object to
remain stationary when supported from its OWII
center of gravity. There are two ways in which a
control surface may be out of static balance. They
are called underbalance and overbalance.
When a control surface is mounted on a balance
stand, a downward travel of the trailing edge below
the horizontal position indicates underbalance.
Some manufacturers indicate this condition with a
plus ( + ) sign. Figure 2-7814 illustrates the under-
balance condition of a control surface.
An upward movement of the trailing edge, above
the horizontal position (figure 2-78B), indicates
overbalance. This is designated by a minus (-)
sign. These signs show the need for more or less
weight in the correct area to achieve a balanced
control surface as shown in figure 2-78C.
A tail-heavy condition (static underbalance)
causes undesirable flight performance and is not
Tail down underbalance
Plus ( + ) condition
7 Chord line
Nose down overbalance
Minus (-) condition
+----line
h
I
Level-horizontal position
((3
Balanced condition
FIGURE 2-78. Control surface static balance.
usually allowed. Better flight operations are gained
by nose heaviness static overbalance. Most manu-
82
facturers advocate the existence of nose-heavy con-
trol surfaces.
Dynamic Balance
Dynamic balance is that condition in a rotating
body wherein all rotating forces are balanced
within themselves so that no vibration is produced
while the body is in motion. Dynamic balance as
related to control surfaces is an effort to maintain
balance when the control surface is submitted to
movement on the aircraft in flight. It involves the
placing of weights in the correct location along the
span of the surfaces. The location of the weights
will, in most cases, be forward of the hinge center
line.
RE-BALANCING PROCEDURES
Requirements
Repairs to a control surface or its tabs generally
increase the weight aft of the hinge center line,
requiring static re-balancing of the control surface
system as well as the tabs. Control surfaces to be re-
balanced should be removed from the aircraft and
supported, from their own points, on a suitable
stand, jig, or fixture (figure 2-79).
Trim tabs on the surface should be secured in the
neutral position when the control surface is
mounted on the stand. The stand must be level and
be located in an area free of air currents. The
control surface must be permitted to rotate freely
about the hinge points without binding. Balance
condition is determined by the behavior of the trail-
ing edge when the surface is suspended from its
hinge points. Any excessive friction would result in
a false reaction as to the overbalance or underhal-
ante of the surface.
When installing the control surface in the stand
or jig, a neutral position should be established with
the chord line of the surface in a horizontal posi-
tion (figure 2-80). Use a bubble protractor to de-
termine the neutral position before continuing bal-
ancing procedures. Sometimes a visual check is all
that is needed to determine whether the surface is
balanced or unbalanced.
Any trim tabs or other assemblies that are to
remain on the surface during balancing procedures
should be in place. If any assemblies or parts must
be removed before balancing, they should be re-
moved.
METHODS
At the present time, four methods of balancing
md hinge fitting
L Outboard hinge fitting
Section A - A
FIGURE 2-79. Field type balancing jigs.
/ \ Support stand
FIGURE 2-80. Establishing a neutral position.
(re-balancing) control surfaces are in use by the
various manufacturers of aircraft. The four meth-
ods are commonly called the calculation method.
83
scale method, trial weight (trial and error) method,
and component method.
The calculation method of balancing a control
surface is directly related to the principles of bal-
ancing discussed previously. It has one advantage
over the other methods in that it can be performed
without removing the surface from the aircraft.
In using the calculation method, the weight of the
material from the repair area and the weight of the
materials used to accomplish the repair must be
known. Subtracting the weight removed from the
weight added will give the resulting net gain in the
rmount added to the surface.
The distance from the hinge center line to the
center of the repair area is then measured in inches.
This distance must be determined to the nearest
one-hundredth of an inch (figure 2-81).
The next step is to multiply the distance times the
net weight of the repair. This will result in an
in.-lbs. (inch-pounds) answer. If the in.-lbs. result
of the calculations is within specified tolerances, the
control surface will be considered balanced. If it is
Bubble protractor
\
Hinge center line
Rudder
\A
/
Measurement
in inches
cc--------*
Frcu~e 2-81. Calculation method measurements.
not within specified limits, consult the manufactur-
ers service manuals for the needed weights, mate-
rial to use for weights, design for manufacture, and
installation locations for addition of the weights.
The scale method of balancing a control surface
requires the use of a scale that is graduated in
hundredths of a pound. A support stand and bal-
ancing jigs for the surface are also required. Figure
2-82 illustrates a control surface mounted for re-
balancing purposes. Use of the scale method re-
quires the removal of the control surface from the
aircraft.
I--
Adjustable support
II Weiuht wale
Mounting bracket
FIGURE 2-82. Balancing setup.
84
AIRCRAFT FABRICS
General
Most aircraft in production today are of all-metal
construction. However, many aircraft in service still
use fabric for covering wings, fuselages, and con-
trol surfaces. In the United States cotton fabrics
have long been the standard material for covering
aircraft. Cotton fabrics are still used, but other
fabrics, such as linen, Dacron, and fiber glass, are
gaining in popularity.
Organic and synthetic fibers are used in the man-
ufacture of fabrics or cloth for covering aircraft.
The organic fibers include cotton and linen; the
synthetic fibers include fiber glass and heat-shrinka-
ble synthetic fibers.
Three of the most common heat-shrinkable syn-
-thetic fibers available are a polyamide, manufac-
tured and marketed under the trade name Nylon;
an acrylic fiber called Orlon; and a polyester fiber
known as Dacron.
Fabric Quality and Strength Requirements
In the original manufacture of a fabric-covered
aircraft, the quality and strength of the fabric, sur-
- face tape, lacing cord, thread, etc., are determined
by the aircrafts never-exceed speed and the pounds
per square foot of wing loading. The never-exceed
speed for a particular aircraft is that safe speed
beyond which it should never be operated. The
aircraft wing loading is determined by dividing its
total wing planform area (in square feet) into the
maximum allowable gross weight.
All fabric, surface tape, reinforcing tape, machine
thread, lacing cord, etc., used for recovering or
repairing an aircrafts cover should be of high-
grade aircraft textile material. The materials must
also be at least as good a quality and of equivalent
strength as those originally used by the aircraft
manufacturer.
Acceptable fabrics for covering wings, control
surfaces, and fuselages are listed in figures 3-l and
3-2. Fabrics conforming to AMS (Aeronautical
Material Specifications), incorporate a continuous
CHAPTER 3
AIRCRAFT FABRIC COVERING
marking of specification numbers along the selvage
edges to permit identification of the fabric in the
field.
graphically in figure 3-3.
WarP-The direction along the length of
fabric.
The following definitions are presented to sim-
plify the discussion of fabrics. Some of these terms
are shown
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Warp ends-The woven threads that run
the length of the fabric.
Filling, woof, or weft-The direction
across the width of the fabric.
Count-The number of threads per inch
in warp or filling.
Ply-The number of yards making up a
thread.
BiasA cut, fold, or seam made diago-
nally to the warp or fill threads.
Calendering-The process of ironing
fabric by threading it wet between a se-
ries of hot and cold rollers to produce a
smooth finish.
(8)
(9)
(10)
(11)
Mercerization-The process of dipping
cotton yarn or fabric in a hot solution of
diluted caustic soda. This treatment
causes the material to shrink and acquire
greater strength and luster.
Sizing-Material, such as starch, used to
stiffen the yarns for ease in weaving the
cloth.
Pi,nked edge-An edge which has been
cut by machine or shears in a continuous
series of Vs to prevent raveling.
Selvage edge-An edge of cloth, tape,
or webbing woven to prevent raveling.
Cotton Fabrics
Grade A airplane cloth is a 4-0~. mercerized
fabric made of high-grade, long-staple cotton. It is
calendered to reduce the thickness and lay the nap
so that the surface will be smooth. There are from
80 to 84 threads per in., warp and fill. The mini-
mum tensile strength is 80 lbs. per in. of width,
85
Materials Specification
MinImum Minimum MinImum ten-
tensile
strength new
tearing de strength Thread count
(undoped)
strength new deteriorated per inch Use and remarks
( doped 1 ( mdoped 1
Airplane cloth
mercerized
cotton
(Grade A
J.
Society Auto-
motive En-
gineers AMS
3808 (TSO-
Cl5 refer-
encea this
spec.).
80 pounds
per inch
xfill.
5 pounds 58 pounds 80 mini- For use on all air-
mum, 84 warp and
fill.
per inch. craft. Required on
maximum aircraft with wing
warp and
fill.
loadings greater
than 9 p.s.f. Re-
quid on aircraft
with placarded
never-exceed
speed greater than
180 m.p.h.
., MIL-C-5846 ,, ,, ,.
,. Alternate to AMS
3806.
AFe;zosloth
nitrate pre-
doped.
MIL-C-5843
m
Alternate to MIL-C-
5646 or AMS 3806
(undoped) . Finish
with cellulose ni-
trate dope.
Airplane cloth
cellulose
acetate
hutyrate,
predoped.
MIL-C-5842
,,
Alternate to MIL-C-
5646 or AMS 3808
(undoped). Finish
with cellulose ace-
tate hutyrate dope.
Airplane cloth
mercerized
cotton.
Society Auto- 85 Bounds 4 pounds 40 pounds 80 minimum, For use on aircraft
motive En- per inch
warp
and fill.
per inch. 94 maxi-
gineers AMS
with wing loadings
3804 (TSO- sTfill.
mum warp of 9 .s.f. or less,
and fill.
Cl4 refer-
prow ed never- *B
exceed s e-cd is
ences this 160 m.p. ii . or less.
spec. ) .
Airplane cloth
mercerized
cotton.
Society Auto- 50 pounds 3 pounds 35 pounds 110 maxi- For use on gliders
motive En- per inch
Warp
and fill
per inch. mum warp with wing loading
gineers AMS
z?fill.
and fill. of 8
.cr
.s.f. or less,
384% prove ed the pla-
carded never-
exceed speed is
135 m.p.h. or less.
Glider fabric
cotton.
A.A.F. No.
16128.
AMS 3802.
55 pounds
per inch
Warp
and fill.
4 pounds
wv
and fill.
39 pounds
per inch.
80 minimum Alternate to AMS
warp and 3892-A.
fill.
Aircraft linen . . . ..___.. British 7Fl ___..__._..___.____................................................................................................... This material meets
the minimum
strength require-
ments of TSO-
c15.
Figure 3-l. Textile fabrics used in covering aircraft.
86
Materials Specification
-
Yarn Size Minimum ten- Yards per Use and remarks
sile strength pound
Reinforcing tape,
cotton.
MIL-T-5661 . . . . . . . . . . . . ..__................ 150 pounds Used as reinforcing tape on fabric
!zf-K~
and under rib lacing cord.
width
Strength of other widths approx.
in proportion.
Lacing cord, pre- MIL-C-5649 . . . . . .._.._..._................ 310 mini-
waxed braided
80 pounds
double.
Lacing fabric to structures, Un-
mum. less already waxed, must be
cotton. lightly waxed before using.
Lacing cord, special U.S. Army No. 20/3/3/3 ___._.___ 85 pounds
cotton. 6-27. double.
.,
. .
Lacing cord, braided MIL-C-5648 ____..____________............. 80 pounds
cotton. single.
170 mini-
,.
mum.
Lacing cord thread; MIL-T-6779
linen and linen
9 ply . . . . ..__._____ 59 pounds 620 mini-
,,
single. mum.
hemp. 11 ply .._.._.___.. 70 pounds 510 mini-
single. mum.
Lacing cord thread; MIL-T-5660 ..____ Ticket No.
high-tenacity cot- 10.
ton.
62 pounds
single.
480 mini-
,.
mum.
Machine thread cot- Federal V-T-
276b. ton.
20/4 ply ..____... 5 pounds
single
5,000 nor-
mal.
Use for all machine sewing.
Hand sewing thread V-T-276b.
cotton. Type III B.
8/4 ply . . . . ..__.__ 14 pounds 1,650 nor-
single. mal.
Use for all hand sewing. Use fully
waxed thread.
Surface tape cotton MIL-T-5083 . . . . . . . . . . . . . . . . .._............ 80 lbs/in. ____..__..___.....__.........
(made from AN-
Use over seams, leading edges, trail-
C-121).
ing edges, outer edges and ribs,
pinked,
edges.
scalloped or straight
Surface tape cotton. Same as fabric _.__._._______..____. Same as
used. fabric
used.
. . . . . Alternate to MIL-T-5083.
FiGoRE 3-2. Miscellaneous textile materials.
warp and fill. The term 4 ounce indicates that the
normal weight of the finished cloth is 4 oz./sq. yd.
for 36- and 4%in. widths. Fabric of this grade and
weight is acceptable for covering any aircraft fabric
surface.
linen Fabrics
Unbleached linen fabric is used extensively in
England and to a limited degree in the United
States. This fabric is practically identical to Grade
87
Pinked edge
FIGURE 3-3. Fabric terms.
A cotton fabric insofar as weight, strength, and
threads per inch are concerned.
Dacron Fabrics
Dacron is a very smooth monofilament, polyester
fiber manufactured by the condensation of dimethyl
terephthalate and ethylene glycol. A generally
standard style and weight of Dacron cloth has
evolved for use as aircraft covering, It is a plain
weave with a weight of about 3.7 oz./sq. yd. This
heavy-duty fabric has a tensile strength of approxi-
mately 148 lbs./in. and can be used to replace
Grade A cotton and linen fabrics.
A fine weave, medium weight Dacron fabric is
used when a minimum covering weight and a very
smooth finish are desired. The medium weight
fabric has a tensile strength of approximately 96
lbs./in., weighs about 2.7 oz./sq. yd., and can also
be used as a replacement for Grade A cotton fabric.
Glass Cloth
Glass cloth, or fiber glass cloth, is made from
fine-spun glass filaments which are woven into a
strong, tough fabric. Glass cloth used for aircraft
covering has a plain weave and weighs about 4.5
oz./sq. yd.
Glass cloth ie not affected by moisture+ mildew,
chemicals, or acids. It is also fire resistant.
Glass cloth applications generally falI into the
following classes :
(1)
(2)
(3)
Class A is a complete or partial reinforce-
ment of a serviceable fabric covering. No
direct structural attachment of the glass
cloth is provided. This composite covering
is considered airworthy until the underly
ing conventional fabric deteriorates below
the values listed in figure 3-l.
Class B is a reinforcement of a fabric
covering wherein the glass cloth is pro-
vided with the same direct structural at-
tachment as that used with the original
covering. This composite covering is con-
sidered airworthy until the underlytig
conventional fabric has deteriorated to a
strength less than 50% of the minimum
tensile strength values for new fabric
listed in figure 3-l.
Class C is replacement coverings applied
either independently or over a conven-
tional covering. The glass covering should
possess all the necessary characteristics
for airworthiness and is in no way de-
pendent upon the underlying covering if
one is present.
MISCELLANEOUS TEXTILE MATERIALS
Surface Tape
Surface tape is the finishing tape that is doped
over each rib or seam to cover the stitching and
provides a neat, smooth, finished appearance. It can
be obtained with serrated or pinked edges, or with
a straightedge impregnated with a sealing com-
pound. The compound-impregnated edges or pinked
edges provide better adhesion to the fabric cover-
ing.
Surface tape is made from Grade A fabric in
various widths from 11h to 5 and from
glider fabric in ll,$ and 6 widths. Cotton
surface tape may be used with Grade A cotton,
linen, or Dacron fabric. Surface tape is also availa-
ble in Dacron fabric, which should be the first
choice when covering an aircraft with Dacron
fabric. Linen surface tape frequently is used with
fiber glass covering, especially for covering screw-
heads. If fiber glass tape is used, it is difficult to
remove the irregularities caused by the screwheads.
Using linen tape to cover screwheads gives a
smooth, finished appearance.
88
Surface tape or finishing tape should be placed
over all lacing, seams (both machine- and hand-
sewn), corners, edges, and places where wear is
likely to occur. Two-inch tape generally is used for
this purpose. Pinked surface tape is sometimes ap-
plied over the trailing edges of control surfaces and
airfoils. For such application the tape must be at
least 3 inches in width and if the aircraft never-
exceed speed is greater than 200 mph, notch the
tape at equal intervals not to exceed 18 between
notches. Notching of trailing edge is unnecessary
if the never exceed speed is under 200 mph. If
the tape begins to separate from the trailing edge,
it will tear at a notched section and thereby pre-
vent loosening of the entire strip.
Tape is applied over a second wet coat of dope
which is applied after the first coat has dried. An-
other coat of dope is applied immediately over the
tape. The tape adheres firmly to the covering be-
cause both surfaces of the tape are impregnated
with dope.
Reinforcing Tape
Reinforcing tape is used over ribs between the
fabric covering and the rib stitching to prevent the
stitching cord from cutting through the fabric. It is
also used for cross-bracing ribs and for binding.
Reinforcing tape is fabricated from cotton, Dacron,
fiber glass, or linen materials. A tape made from
fiber glass on acetate with a pressure-sensitive adhe-
sive is also available.
Reinforcing tape is available in a variety of
widths conforming to the different widths of ribs or
rib capstrips. The tape should be slightly wider
than the member it covers. A double width is some-
times necessary for very wide members.
Reinforcing tape is used under all lacing to pro-
tect the fabric from cuts. This tape should be under
a slight tension and secured at both ends. For wings
with plywood or metal leading edge covering, the
reinforcing tape is extended only to the front spar
on the upper and lower surfaces.
Sewing Thread
Thread is made with a right or left twist that is
identified by various terms. Machine, machine twist,
left twist, or Z-twist indicates a left-twist thread;
S-twist indicates a right-twist thread.
An unbleached silk-finish, left-twist cotton thread
is used to machine sew cotton fabrics. Silk-finish
refers to a thread which has been sized to produce
a hard, glazed surface. This finish prevents the
thread from fraying and becoming weak. A thread
having a tensile strength of at least 5 lbs. per single
strand should be used. An unbleached white cotton,
silk-finish thread is used in hand sewing cotton
fabrics. This thread must have a strength of at least
14 lbs. per single strand.
Dacron fabrics are sewn with Dacron sewing
thread. Glass fabrics, when sewn, are sewn with
special synthetic threads.
Thread for hand sewing and lacing cord should
be waxed lightly before using. The wax should not
exceed 20% of the weight of the finished cord. A
beeswax free from paraffin should be used for wax-
ing.
Rib lacing Cord
Rib lacing cord is used to sew the fabric to the
ribs. The cord must be strong to transmit the suc-
tion on the upper surface of the wing from the
fabric to the ribs, which, in turn, carry the load
into the main wing structure. The cord must also
resist fraying caused by the flexing action of the
fabric and wing ribs. Dacron, linen, glass, or
cotton cords are used for rib lacing cord.
Special Fasteners
When repairs are made to fabric surfaces at-
tached by special mechanical methods, the original
type of fastening should be duplicated. Screws and
washers are used on several models of aircraft, and
wire clips are used on other models. Screws or clips
may not be used unless they were used by the
manufacturer of the aircraft. When self-tapping
screws are used to attach fabric to metal rib struc-
ture, the following procedure should be observed.
Worn or distorted holes should be re-drilled, and a
screw one size larger than the original should be
used as a replacement. The length of the screw
should be sufficient so that at least two threads of
the grip (threaded part) extend through and be-
yond the rib capstrip. A thin washer, preferably
celluloid, should be used under the heads of screws,
and pinked-edge tape should be doped over each
screwhead.
SEAMS
A seam consists of a series of stitches joining two
or more pieces of material. Properly formed seam
stitches possess the following characteristics:
(1) Strength. A seam must have sufficient
strength to withstand the strain to which
it will be subjected. The strength of a
seam is affected by the type of stitch and
thread used, number of stitches per inch
of seam, tightness of the seam, construc-
tion of the seam, and the size and type of
needle used.
89
(2)
(3)
(4)
Elasticity. The elasticity of the material to
be sewed determines the degree of elastic-
ity desirable in a seam. Elasticity is af-
fected by the quality of thread used, ten-
sion of the thread, length of stitch, and
type of seam.
Durability, The durability of a seam is
determined by the durability of the mate-
rial. Tightly woven fabrics are more dura-
ble than loosely woven fabrics which tend
to work or slide upon each other. For this
reason, the stitches must be tight and the
thread well set into the material to mini-
mize abrasion and wear caused by contact
with external objects.
Good appearance. The appearance of a
seam is largely controlled by its construc-
tion. However, appearance should not be
the principal factor when constructing
covers. Due consideration must be given
to strength, elasticity, and durability.
Sewed Seams
Machine-sewed seams (figure 3-4) should be of
the folded-fell or French-fell types. A plain lapped
seam is satisfactory where selvage edges or pinked
edges are joined.
All machine sewing should have two rows of
stitches with 8 to 10 stitches per inch. A lockstitch
is preferred. All seams should be as smooth as pos-
sible and provide adequate strength. Stitches should
be approximately l/16 in. from the edge of the
seam, and from l/4 to 3/8 in. from the adjacent
row of stitches.
Hand sewing is necessary to close the final open-
ings in the covering. Final openings in wooden
wing coverings are sometimes closed by tacking, but
sewing is preferable. A l/2-in. hem should be
turned under on all seams to be hand sewn. Prepar-
atory to hand sewing, the fabric on wooden wings
can be held under tension by tacks; fabric on metal
wings can be pinned to adhesive tape pasted to the
trailing edge of the wings.
Hand sewing or tacking should begin where ma-
chine sewing stops and should continue to the point
where machine sewing or uncut fabric is again
reached. Hand sewing should be locked at 6-in.
intervals and the seams should be properly finished
with a lockstitch and a knot (figure 3-5). Where
hand sewing or permanent tacking is necessary, the
fabric should be so cut that it can be doubled under
before it is sewed or permanently tacked. After
hand sewing has been completed, the temporary
tacks should be removed. In hand sewing there
should be a minimum of four stitches per inch.
A double-stitched lap joint should be covered
with pinked-edge surface tape at least 4 in. wide.
Spanwise seams on the upper or lower surface
should be sewed with a minimum protuberance. The
seam should be covered with pinked-edge tape at
least 3 in. wide.
A spanwise seam sewed at the trailing edge
should be covered with pinked-edge surface tape at
least 3 in. wide. Notches (V-shaped) at least 1 in.
deep and 1 in. wide should be cut into both edges
of the surface tape if it is used to cover spanwise
seams on trailing edges, especially the trailing edges
of control surfaces. For application on aircraft
with never-exceed speed of over 200 mph the tape
should be notched at equal intervals not to exceed
18 between notches. If the tape begins to separate
because of poor adhesion or other causes, it will
tear at a notched section, thus preventing progres-
sive ioosening of the entire length of tape.
Sewed seams parallel to the line of flight (chord-
wise) may be placed over a rib, but the seams
should be placed so that the lacing will not be
through them.
French fell seam Folded fell seam
l/16--I I+ 4
FIGURE 3-4. Machine-sewed seams.
90
Plain overlap seam
Half hitch
(A ) First step
(B) Second step
After pull no. 1
hold stitch tension
------7 n
by pressing here
during pull no. 2
Pull no. l-10 lb.
to tighten stitch
Pull no. 2-10 lb.
to tighten knot
(C) Third step
I-
L-=
(D) Completed knot
FIGURE 3-5. Standard knot for rib lacing
(modified seine knot).
Doped Seams
(1) For a lapped and doped spanwise seam on a
metal-or-wood-covered leading edge, lap the fabric
at least 4 inches and cover with pinked-edge surface
tape at least 4 inches wide.
(2) For a lapped and doped spanwise seam at
the trailing edge, lap the fabric at least 4 inches
and cover with pinked-edge surface tape at least
3 inches wide.
APPLYING COVERING
Geneml
The proper application of cloth on the surfaces is
essential if a good appearance and the greatest
strength are to be obtained from the material se-
lected. A good covering job is important not only
from a strength and appearance standpoint, but also
because it affects the performance of the airplane.
All covering must be taut and smooth for beat per-
formance.
All fabric materials to be used in covering should
be stored in a dry place and protected from direct
sunlight until needed. The room in which the sew-
ing and application of the covering is done should
be clean and well ventilated.
Prepamtion of the Structure for Covering
One of the most important items in covering air-
craft is proper preparation of the structure. Dope
proofing, covering edges which are likely to wear
the fabric, preparing plywood surfaces, and similar
operations, if properly done, will do much toward
ensuring an attractive and long-lasting job.
Dope Proofing
Treat all parts of the structure that come in
contact with doped fabric with a protective coating,
such as aluminum foil, dope-proof paint, or cellu-
lose tape. Clad aluminum and stainless steel parts
need not be dope proofed.
Chafe Points
All points of the structure, such as sharp edges or
boltheads, that are likely to chafe or wear the COV-
ering should be covered with doped-on fabric strips
or taped with cellophane or other nonhygroscopic
adhesive tape. After the cover has been installed,
the chafe points of the fabric should be reinforced
by the doping-on of fabric patches. Where a
stronger reinforcement is required, a cotton duck or
leather patch should be sewed to the fabric patch
and then doped in place. All portions of the fabric
pierced by wires, bolts, or other projections should
be reinforced. Patches should fit the protruding
part as closely as possible to prevent the entrance of
moisture or dirt.
Inter-Rib Bracing
A continuous line of reinforcing tape may be
used to successively tie the rib sections between the
spars together at equally spaced intervals to hold
the ribs in correct alignment and prevent their
warping. Wing ribs that do not have permanent
inter-rib bracing should be tied in position with
reinforcing tape. Approximately half way between
the front and rear spar, apply the tape diagonally
between the top and bottom capstrip of each suc-
91
Pull No. 2-5 lb.
I
to tighten stitch
I -
From preceeding i
stitch
Operation No. 1
Pull No. 4-10 lb.
l,r;z;ion of r---
Operation No. 2
Completed knot
FIGURE 3-6. Standard knot for double loop lacmg.
cessive rib from the wing butt rib to the tip rib.
Tape is to be continuous and will be anchored with
one turn around each individual rib cap strip.
Preparing Plywood Surfaces for Covering
Before covering plywood surfaces with fabric,
prepare the surface by cleaning and applying sealer
and dope.
Sand all surface areas that have been smeared
with glue to expose a clean wood surface. Remove
loose deposits such as wood chips and sawdust.
Remove oil or grease spots by carefully washing
with naphtha.
After cleaning the surfaces, apply one brush coat
or two dip coats (wiped) of a dope-proof sealer,
such as that conforming to Military Specification
MIGV-6894 thinned to 30% nonvolatile content,
and allow to dry 2 to 4 hrs. Fiqlly, before cover-
ing, apply two brush coats of clear dope, allowing
the first coat of dope to dry approximately 45 min.
before applying the second coat.
Covering Practices
The method of fabric attachment should be ident-
ical, as far as strength and reliability are con-
cerned, to the method used by the manufacturer of
the airplane to be re-covered or repaired. Fabric
may be applied so that either the warp or fill
threads are parallel to the line of flight. However, it
is usually preferable for the warp threads to be
parallel to the line of flight. Either the envelope
method or blanket method of covering is acceptable.
The envelope method of covering consists of sew-
ing together widths of fabric cut to specified dimen-
sions and machine sewn to form an envelope that
can be drawn over the frame. The trailing and
outer edges of the covering should be machine sewn
unless the component is not favorably shaped for
sewing, in which case the fabric should be joined
by hand sewing.
In the blanket method of covering, widths of
fabrics of sufficient lengths are sewn together to
form a blanket over the surfaces of the frame. The
trailing and outer edges of the covering should be
joined by a plain overthrow or baseball stitch. For
airplanes with a placarded never-exceed speed of
150 m.p.h. or less, the blanket may be lapped at
least 1 in. and doped to the frame or the blanket; it
may be lapped at least 4 in. at the nose of metal- or
wood-covered leading edges, doped, and finished
with pinked-edge surface tape at least 4 in. wide. In
both the envelope and blanket coverings, the fabric
should be cut in lengths sufficient to pass completely
around the frame, starting at the trailing edge and
returning to the trailing edge. Seams parallel to the
line of flight are preferable; however, spanwise
seams are acceptable.
Before applying cotton or linen fabrics, brush on
several coats of clear, full-bodied nitrate dope on all
92
points to which the fabric edges will be cemented.
If the structure is, not doped, the dope used to
cement the fabric edges will be absorbed by the
surface as well as by the fabric. This will result in a
poor bond to the structure after the dope has dried.
Dacron fabric can be attached to the structure by
using either nitrate dope or specially formulated
cements.
After securing the cover, cotton and linen fabrics
may be water-shrunk to remove wrinkles and excess
slack. The fabric must be dried thoroughly before
doping begins. Dacron may be heat-shrunk by
using an electric iron set at 22.50 F. or by using a
reflector heater. Do not apply excessive heat, be-
cause the Dacron, as well as the understructures of
wood, may be damaged.
Shrinking should be done in several stages on
opposite sides to shrink the entire area uniformly.
Remove the excess slack with the initial application
of heat. The second pass will then shrink the fabric
to the desired tautness und remove most of the
remaining wrinkles. Nonshrinking nitrate and bu-
tyrate dopes are available and produce no further
shrinking or tightening. Regular dopes will pull the
fibers and strands together and can damage light
structures. A nonshrinking dope must be used when
Dacron is heat-shrunk to its final tautness.
Taping
Sewed seams, lapped edges, and rib stitching or
screws must be covered with pinked-edge surface
tape. Use surface tape having the same properties as
the fabric used for covering.
Apply the tape by first laying down a wet coat of
dope, followed immediately by the tape. Press the
tape into the dope. Work out any trapped air and
apply a coat of dope over the surface of the tape.
COVERING WINGS
Wings may be covered with fabric by the enve-
lope, blanket, or combination method. The envelope
method is preferable and should be used whenever
possible.
The envelope method of covering wings consists
of sewing together several widths of fabric of defi-
nite dimensions and then running a transverse
(spanwise) seam to make an envelope or sleeve.
The advantage of the envelope method is that prac-
tically all sewing is by machine, and there is an
enormous saving of labor in fitting the covering.
The envelope is pulled over the wing through its
open end, which is then closed over the butt by
hand sewing. When the envelope is used in repair-
ing a portion of a surface the open end is fitted to
extend 3 inches beyond the adjacent rib. If the
envelope is of the proper dimensions, it will fit the
wing snugly. When possible, the spanwise seam
should be placed along the trailing edge.
In the blanket method several widths of fabric
are machine sewed together and placed over the
wing with a hand-sewed, spanwise seam along the
trailing edge. Care must be taken to apply equal
tension over the whole surface.
The combination method uses the envelope
method as much as possible. and the blanket method
on the remainder of the covering. This method is
applicable to wings with obstructions or recesses
that prevent full application of an envelope.
After the cover is sewn in place and shrunk,
reinforcing tape of at least the width of the capstrip
is placed over each rib and the fabric is laced to
each rib. Except on very thick wings, the rib lacing
passes completely around the rib. On thick wings
the rib top and bottom cap strips are individually
laced. In lacing any covering to a wing, the lacing
is held as near as possible to the capstrip, by insert.
ing the needle immediately adjacent to the capstrip.
The rib should not have any rough or sharp edges
in contact with the lacing, or it will fray and break.
Each time the lacing cord goes around the rib it is
tied, and the next stitch is made at the specified
distance.
In order not to over-stress the lacing, it is neces-
sary to space the stitches a definite distance apart,
depending on the speed of the airplane. Because of
the additional buffeting caused by the propeller
slipstream, the stitching must be spaced closer on all
ribs included within the propeller slipstream. It is
customary to use this closer spacing on the rib just
outboard of the propeller diameter as well.
The stitch spacing should not exceed the ap-
proved spacing on the original covering of the air-
craft. If the spacing cannot be ascertained because
of destruction of the covering, acceptable rib stitch
spacing may be found in figure 3-7. The lacing
holes should be placed as close as possible to the
capstrip to minimize the tendency of the cord to
tear the fabric. All lacing cord should be lightly
waxed with beeswax for protection.
Anti-tear Strips
In very high speed airplanes difficulty is often
experienced with rib lacing breaking or with fabric
tearing in the slipstream.
93
On aircraft with never-exceed speeds in excess of
250 m.p.h., anti-tear strips are recommended under
reinforcing tape on the upper surface of wings and
on the bottom surface of that part of the wing in
the slipstream. Where the anti-tear strip is used on
both the top and the bottom surfaces, extend it
continuously up to and around the leading edges
and back to the trailing edge. Where the strip is
used only on the top surface, carry it up to and
around the leading edge and back on the lower
surface as far aft as the front beam or spar. For
this purpose the slipstream should be considered as
being equal to the propeller diameter, plus one
extra rib space on each side. Cut anti-tear strips
from the same material as that used for covering,
and cut them wide enough to extend beyond the
reinforcing tape on each side to engage the lacing
cord. Attach the strips by applying dope to that
part of the fabric to be covered by the strip and
applying dope freely over the strip.
Single-Loop Wing lacing
Both surfaces of fabric covering on wings and
control surfaces should be securely fastened to the
ribs by lacing cord or any other method originally
approved for the aircraft.
All sharp edges against which the lacing cord
may bear must be protected by tape to prevent
abrasion of the cord. Separate lengths of lacing
cord should be joined by the splice knot shown in
figure 3-8. The common square knot, which has a
very low slippage resistance, should not be used to
splice lengths of cord. The utmost care should be
used to assure uniform tension and security of all
stitches.
Rib stitching usually is started at the leading
edge of the rib and continued to the trailing edge.
If the leading edge is covered with plywood or
metal, start the lacing immediately aft of these COV-
erings. The first or starting stitch is made with a
NOTES
I. I. If original rib stitch spacing cannot be determined, If original rib stitch spacing cannot be determined,
use spacing indicated in these curves. use spacing indicated in these curves.
2. 2. Lacing to be carried to leading edge when velocity Lacing to be carried to leading edge when velocity
exceeds 275 m.p.h. exceeds 275 m.p.h.
Spacing in slipstream Spacing in slipstream
Placard never exceeds speeds - m.p.h. (indicated).
(Curves presume leading edge support reinforcement such as plywood, metal)
FIGURE 3-7. Rib stitch spacing chart.
94
Pull to tighten Pull to tighten
\-
Knot formed but not tightened,
Load -
-I-
-) Load
Knot completed.
FIGURE 3-8. Splice knot.
double loop, using the method illustrated in figure
3-9. All subsequent stitches can be made with a
single loop. The spacing between the starting stitch
and the next stitch should be one-half the normal
stitch spacing. Where stitching ends, such as at the
rear spar and the trailing edge, the last two stitches
should be spaced at one-half normal spacing.
Double-loop Wing lacing
The double-loop lacing illustrated in figures 3-6
and 3-10 represents a method for obtaining higher
strengths than are possible with the standard single
lacing. When using the double-loop lacing, make
the tie-off knot by the method shown in figure 3-6.
lie-off Knots
All stitches other than the starting stitch must be
tied off using the standard knot (modified seine)
for rib lacing Figure 3-5. This knot is placed at
the edge of the reinforcing tape Figure 3-9. Knots
installed on top of the reinforcing tape are subject
to increased wear and also have an adverse effect
on the aerodynamics of the airfoil.
Tie-off knots usually are placed on the lower
surface of low-wing aircraft and on the top surface
of high-wing aircraft, to improve the final appear-
ance of the surfaces.
Final location of the knot depends upon the
original location selected by the manufacturer. If
such information is not available, consider position-
ing the knot where it will have the least effect on
the aerodynamics of the airfoil.
The seine knot admits a possibility of improper
tightening, resulting in a false (slip) form with
greatly reduced efficiency and must not be used for
last stitch tie-offs. Lock the tie-off knot for the last
stitch by an additional half-hitch. Under no cir-
cumstances pull tie-off knots back through the lac-
ing holes.
COVERING FUSELAGES
Fuselages are covered by either the sleeve or
blanket method, similar to the methods described
for covering wings. In the sleeve method several
widths of fabric are joined by machine-sewed seams
to form a sleeve that will fit snugly when drawn
over the end of the fuselage. When the sleeve is in
place, all seams should be as nearly parallel as
possible to the longitudinal members of the fuse-
lage.
,
In the blanket method all seams are machine
sewed, except one final longitudinal seam along the
bottom center of the fuselage. In some cases the
blanket is put on it two or three sections and hand
sewed on the fuselage. All seams should run lore
and aft.
Fuselage lacing
Fabric lacing is also necessary on deep fuselages
and on those where former strips and ribs shape the
fabric to a curvature. In the latter case the fabric
should be laced to the formers at intervals. The
method of attaching the fabric to the fuselage
should be at least the equivalent in strength and
reliability to that used by the manufacturer of the
airplane.
VENTILATION, DRAIN, AND INSPECTION OPEN-
INGS
The interior of covered sections is ventilated and
drained to prevent moisture from accumulating and
damaging the structure. Ventilation and drainage
holes are provided and the edges reinforced with
plastic, aluminum, or brass grommets.
Grommets are doped to the underside of fabric
95
Aft
LeadAT \p
Standard rib lacing knot
Refer to 3-5
Details of seine knot
S = Normal stitch spacing
Schematic represents
lacing around entire rib
Half hitch around stitch loops C
with lead A before proceeding
to second stitch.
f-
Lock square knot with half hitch around
stitch loo s C with end B. Cut off
3
surplus o P end B.
/ F Finished first knot
- Capstrip
- Tie square knot on capstrip
with lead A and end B
starting stitch
1
I!- Tie square knot on center
of capstrip
FIGURE 3-9. Starting stitch for rib lacing.
96
Aft
--.A---
Seine Knot
Schematic represents
lacing around entire rib
Startinq stitch.
(See Fig. 3-Q
for details.)
S = Normal stitch spacing
FIGURE 3-10. Standard double-loop lacing.
97
/-NEEDLE
LACING CORD
CAP STRIP OF RIB
I- START NEEDLE THROUGH FABRIC
CLOSE TO SIDE OF RIB CAP STRIP
3 - PULL EYE END OF NEEDLE
THROUGH THE FIRST HOLE IN
FABRIC.
5 -PULL NEEDLE COMPLETELY OUT
AND TIGHTEN HALF HITCH AS SHOWN.
2 - CROSS OVER UNDER RIB CAP
STRIP AND THROUGH FABRIC
4 - BRING EYE END OF NEEDLE UP
THROUGH FABRIC OPPOSITE FIRST
HOLE AND FORM CORD ON END OF
NEEDLE, AS SHOWN, TO MAKE HALF
HITCH.
8 - PUT NEEDLE UNDER HALF HITCH
AND THROUGH LOOP K AS SHOWN -
THEN PULL NEEDLE THROUGH AND
TIGHTEN HALF HITCH - THEN HOLD
THUMB AT J TO KEEP HALF HITCH
TIGHT, AND TIGHTEN LOOP K, BACK
OF HALF HITCH TO FORM A SEINE
KNOT.
FIGURE 3-11. Rib lacing around capstrip.
98
surfaces wherever moisture may he trapped. It is Plastic grommets (figure 3-12) are either in the
customary to place one of these grommets on each shape of a thin, circular washer or are streamlined.
side of a rib on the underside at the trailing edge. Plastic grommets are doped to the fabric cover im-
The grommets are also placed at the lowest drain- mediately after the surface tape is applied. Stream-
age points of wings, ailerons, fuselage, and empen- lined grommets usually are installed with the open-
nage components to provide complete drainage. ing located toward the trailing edge of the surface.
Cover 7
Cover 7
Brass and aluminum grommets, also shown in
figure 3-12, are mounted on either circular or square
fabric patches. The edges of the patch are pinked to
provide better adhesion. The patch assembly is
doped to the cover after the surface tape is applied.
Inspection doors and access holes are provided in
all surfaces, whether fabric or metal covered. One
way to provide these openings on fabric-covered
surfaces is to dope a sipper-equipped patch in the
desired place. Another inspection method for cloth
or metal surfaces is to install a framework inside
the wing to which a cover plate can be attached
by screws. These frameworks are built into the
structure wherever access or inspection holes are
necessary.
REPAIR OF FABRIC COVERS
General
Repair fabric-covered surfaces so that the origi-
nal strength and tautness are returned to the fabric.
Repair all tears or punctures immediately to prevent
the entry of moisture or foreign objects into the
interior of the structure. Sewn and unsewn repairs
are permitted. The type of repair technique to be
used depends on the size and location of the dam-
age as well as the never-exceed speed of the air-
craft.
When recovering or repairing control surface
fabric, especially on high-performance airplanes,
the repairs must not involve the addition of weight
Plastic grommet
Streamlined
plastic grommet
FIGURE 3-12. Typical grommets.
Metal grommet
aft of the hinge line. The addition of weight dis-
turbs the dynamic and static balance of the surface
to a degree that will induce flutter.
Repair of Tears
Small cuts or tears are repaired by sewing the
edges together and doping a pinked- or frayed-edge
patch over the area. The baseball stitch is used in
repairing tears. The type illustrated in figure 3-13
enables the damaged edges to be drawn to their
original location, thus permitting a tighter repair to
be made. The first stitch is started by inserting the
needle from the underneath side. All remaining
stitches are made by inserting the needle from the
top instead of from the bottom so that the points
for making the stitch can be more accurately lo-
cated. The edges are sewn together using the proper
thread. The last stitch is anchored with a modified
seine knot. Stitches should not be more than l/4 in.
apart and should extend l/4 in. into the untorn
cover.
Cut two patches of sufficient size to cover the tear
and extend at least l-1/2 in. beyond the tear in all
directions (figure 3-14). The fabric used should be
at least as good as the original fabric. The edges of
the patch should be either pinked or frayed about
l/4 in. on all sides. One patch is saturated with
nitrate thinner or acetone and laid over the sewn
tear to remove the old finish. The patch is occasion-
ally moistened with a brush until all but the clear
99
iIT
l/4 min.
Baseball stitch
[
Start sewing at the point
-
Lock stitching every 8 or 10
P
stitches, and at ends with
modified seine knot
FIGURE 3-13. Repair of tears in fabric.
undercoats are soft enough to be removed with a
putty knife. Since only the finish under the patch is
removed, a neat, smooth repair can be made. A coat
of clear tautening dope is applied to the second
patch and to the area of the cover from which the
finish has been removed. While still wet, this patch
is applied to the cover and rubbed so it is smooth
and free of air bubbles. Successive coats of clear,
pigmented dope are applied until the patched sur-
face has attained the same tension and appearance
as the original surrounding surface.
Sewed Patch Repair
Damage to covers where the edges of the tear are
tattered beyond joining or where a piece has been
completely torn away is repaired by sewing a fabric
patch into the damaged area and doping a surface
patch over the sewed insert. A sewed-in repair
patch may be used if the damage is not longer than
16 in. in any one direction.
The damaged area is trimmed in the form of a
circle (figure 3-15) or oval-shaped opening. A
fabric insert is cut large enough to extend l/2 in.
beyond the diameter of the opening. The l/2-in.
allowance is folded under as reinforcement. Before
sewing, fasten the patch at several points with a few
temporary stitches to aid in sewing the seams. The
edges of the insert are sewed with a baseball stitch.
After the sewing is completed, clean the area of
the old fabric to be doped as indicated for repair of
tears and then dope the patch in the regular man-
ner. Apply surface tape over any seams that have a
second coat of dope. If the opening extends over or
closer than 1 in. to a rib or other laced member, the
patch should be cut to extend 3 in. beyond the
member. After sewing has been completed, the patch
should be laced to the rib over a new section of
reinforcing tape. The old rib lacing and reinforcing
tape should not be removed.
If the fabric covering is damaged at the trailing
edge or part of it is torn away as shown in figure
3-16A, it can be repaired as follows. The damaged
portion of the panel is removed, and a rectangular-
or square-shaped opening is made as shown in
figure 3-16B. A patch is cut of sufficient size to
extend 3/4 in. beyond both sides and the bottom
edge of the opening, and l/2 in. beyond the top.
The edges of the patch are reinforced by being
folded under l/2 in. before being sewed, and each
corner is stretched nnd temporarily held in place
with T-pins. Two sides and the trailing edge, as
shown in figure 3-16C, are sewed to the old cover
with the folded edge extending l/4 in. beyond both
100
FIGURE 3-14. Patching over tears. Dash line represents a stitched tear.
ribs. The top of the opening is then sewed. Taping
and doping, as shown in figure 3%16D, completes
the repair.
Sewed-In Panel Repair
When the damaged area exceeds 16 in. in any
direction, a new panel should be installed. Remove
the surface tape from the ribs adjacent to the dam-
aged area and from the trailing and leading edges
of the section being repaired. Leave the old -rein-
forcing tape in place.
Cut the old fabric along a line approximately 1
in. from the center of the ribs on the sides nearest
to the damage, and continue the cuts to remove the
damaged section completely. The old fabric should
not be removed from the leading and trailing edges
unless both upper and lower surfaces are being
re-covered. Do not remove the reinforcing tape and
lacing at the ribs.
Cut a patch to extend from the trailing edge up
to and around the leading edge and back approxi-
mately to the front beam. The patch should extend
approximately 3 in. beyond the ribs adjacent to the
damage.
r
L
(A)
J
(B)
(D)
FIGURE 3-15. Sewed patch repair.
101
(A)
folded under l/2 inch
(C)
(B)
(D)
Clean the area of the old fabric to be covered by
the patch, put the patch in place, stretch taut
and pin. After the patch is pinned in place, fold
under the trailing and leading edges of the patch
l/2 in. and sew to the old fabric. Fold the side
edges under l/2 in. and sew to the old cover. After
completing the sewing, place reinforcing tape over
the ribs under moderate tension and lace down (rib
lace or stitch) to the ribs. Remove the temporary
pinning.
Give the panel a coat of clear dope and allow to
dry. Apply surface tape with the second coat of
dope over the reinforcing tape and over the edges
of the panel. Finish the doping using regular dop-
ing procedures.
This type of repair may be extended to cover
both the upper and lower surfaces and to cover
several rib bays if necessary. The panel must be
laced to all ribs covered.
Umewed (Doped-On) Fabric Repairs
Unsewed (doped-on) repairs may be made on all
FIGURE 3-16. Repair of panel at trailing edge.
aircraft fabric-covered surfaces, provided the air-
craft never-exceed speed is not greater than 150
m.p.h. A doped-on patch repair may be used if the
damage does not exceed 16 in. in any direction. Cut
out the damaged section, making a round or oval-
shaped opening trimmed to a smooth contour. Use a
grease solvent to clean the edges of the opening to
be covered by the patch. Sand off the dope from the
area around the patch or wash it off with a dope
thinner. Support the fabric from underneath while
sanding.
For holes up to 8 in. in size, make the fabric
patch of sufficient size to provide a lap of at least 2
in. around the hole. For holes over 8 in. in size,
make the overlap of the fabric around the hole at
least one-fourth the hole diameter with a maximum
lap limit of 4 in. If the hole extends over a rib or
closer than the required overlap to a rib or other
laced member, the patch should be extended at least
3 in. beyond the rib. In this case, after the edges of
the patch have been doped in place and the dope
has dried, the patch should be laced to the rib over
102
a new section of reinforcing tape in the usual man-
ner. The old rib lacing and reinforcing should not
be removed. All patches should have pinked edges
or, if smooth, should be finished with pinked-edge
surface tape.
Doped-h Panel Repair
When the damage exceeds 16 in. in any direction,
make the repair by doping in a new panel. This
type of repair may be extended to cover both the
upper and lower surfaces and to cover several rib
bays if necessary. The panel should be laced to all
ribs covered, and it should be doped or sewed as in
the blanket method.
Remove the surface tape from the ribs adjacent
to the damaged area and from the trailing and
leading,edges of the section being repaired. Leave
the old reinforcing tape and lacing in place. Next
cut the fabric along a line approximately 1 in. from
the ribs on the sides nearest to the damage and
continue cutting to remove the damaged section
completely. The old fabric should not be removed
from the leading and trailing edges unless both
upper and lower surfaces are being recovered.
Cut a patch to run around the trailing edge 1 in.
and to extend from the trailing edge up to and
around the leading edge and back approximately to
the front beam. The patch should extend approxi-
mately 3 in. beyond the ribs adjacent to the dam-
age. As an alternative attachment on metal or
wood-covered leading edges, the patch may be
lapped over the old fabric at least 4 in. at the nose
of the leading edge, doped, and finished with at
least 8 in. of pinked-edge surface tape.
Clean the area of the old fabric that is to be
covered by the patch and apply a generous coat of
dope to this area. Put the new panel in place, pull
as taut,as possible, and apply a coat of dope to the
portion of the panel that overlaps the old fabric.
After this coat has dried, apply a second coat of
dope to the overlapped area and allow to dry.
Place reinforcing tape, under moderate tension,
over the ribs and lace the fabric to the ribs.
Give the panel a coat of clear dope and allow to
dry. Apply surface tape with the second coat of
dope over the reinforcing tape ma over the edges
of the panel. Finish the doping process using the
regular doping procedure.
REPLACING PANELS IN WING COVERS
Repairs to structural parts require opening of the
fabric. The surface tape is removed from the dam-
aged rib, the rSbs on either side of the damaged rib,
and along the leading and trailing edges where the
fabric is to be cut. The rib lacing is removed from
the damaged rib. The cover is cut along the top of
the damaged rib and along the leading and trailing
edges as shown in figure 3-17.
To close an opening of this size, the cut edges are
joined over the rib, the leading edge, and the trail-
ing edge with the baseball stitch and a new fabric
panel is sewn over all the repaired area. The new
panel extends between the adjacent ribs and from
the trailing edge to the leading edge (figure 3-18).
The new fabric is cut so that it can be folded under
l/2 in. and carried l/4 in. beyond the adjacent
ribs where it Is sewed. The leading and trailing
edges are folded and sewed in the same manner.
After the panel has been sewed in place, new rein-
forcing tape is laced over the repaired rib. The new
fabric is laced at each of the adjacent ribs without
using any additional reinforcing tape. Finally, all
surface tapes are replaced, and the new surface is
finished to correspond to the original covering.
,Do not remove reinforcing tape and rib lacing.
Damaged fabric cut to
make needed repairs
FIGURE 3-17. Opening cover for internal structural repair.
103
RE-COVERING AIRCRAFT SURFACE WITH GLASS
CLOTH
Fiber glass fabrics are acceptable for recovering
or reinforcing an aircraft surface, provided the ma-
terial meets the requirements of Military Specifica-
tions MIL-C-!9034, MLY-1140, and ML-G
1140. The tensile strength of the glass cloth should
be at least equivalent to the tensile strength of
the fabric originally installed on the aircraft. The
chemical finish of the glass cloth should be chemi-
cally compatible with the dope or resin to be used.
Either the blanket or envelope method of rein-
forcement should be used on treated fabrics that
can be sewn. Untreated fabric that cannot be sewn
may be applied in overlapping sections. The prac-
tices recommended for doped seams should be used.
Where the glass cloth is applied only to the upper
surface of the wings for hail protection, it should
wrap around the trailing edge at least 1 in. and
extend from the trailing edge up to and around the
leading edge and back approximately to the front
spar. Before starting the work, make certain that
the bonding agents used will be satisfactory. Blister-
ing or poor adhesion can occur when using bond-
ing agents which are not chemically compatible
with the present finish on the aircraft, or which
have already deteriorated because of age. A simple
means of determining this is to apply a small piece
of the reinforcement cloth to the original cover,
using the proposed finishing process. The test sam-
ple should be visually checked the next day for
blistering or poor adhesion.
When butyrate dope is used to bond glass cloth,
the finishing can be accomplished in the following
manner :
(1) Thoroughly clean the surface and allow to
dry. If the surface has been waxed or
previously covered with other protective
coatings, thoroughly remove at least the
top finish coat. After placing the glass
cloth on the surface, brush out smoothly
and thoroughly with butyrate dope thin-
ner and 10% (by volume) retarder.
(2) Apply a heavy coat of butyrate dope be-
tween all glass cloth overlaps. When dry,
brush in butyrate rejuvenator and allow
to set until the surface has again drawn
tight.
(3)
Install reinforcing tape and structural at-
tachments (Class B) and dope on finish-
ing tape (cotton is recommended) ; then
brush in one coat of 50% thinner and
50% butyrate dope.
(4)
Follow by conventional finishing sched-
ules, which call for application of one or
more coats of full-bodied clear butyrate
dope, two spray coats of aluminum pig
mented butyrate dope, light surface sand-
ing, and two spray coats of pigmented
butyrate dope.
When resin is used to bond the glass cloth, after
surface cleaning, the finishing may be done in the
following manner:
(1) Rejuvenate the doped surface. After plac-
ing the glass cloth on the surface, brush
in thoroughly a coat of resin. Saturate
overlapped areas thoroughly and allow to
cure.
(2) Brush in a second coat of resin smoothly
and evenly and allow to cure. The finished
surface should not be considered com-
pleted until all the holes between the
weave of the cloth are filled flush with
resin.
(3) After water sanding, paint the surface
with one coat of primer surfacer and
finish as desired.
Install drain grommets and inspection holes as
provided in the original cover.
When using glass fabric to reinforce movable
control surfaces, check to ascertain that no change
has been made in their static and dynamic balance.
CAUSES OF FABRIC DETERIORATtON
Aircraft fabrics deteriorate more rapidly in areas
of heavy industrialization than in areas that have
cleaner air. The greatest single cause of aircraft
fabric deterioration is sulfur dioxide. This toxic
compound is present in variable amounts in the
104
New fabric patch may go entirely around
l/2 inch new
airfoil if damaged on bottom surface.
,
New reinforcing
tape on top of patch
Rib lace folded
New fabric extends
L Leading edge
baseball-stitched
back in place
l/2 inch folded under
/
reinforcing tape
and rib lacing
under patch
FiGURE 3-18. Method of replacing cover.
atmosphere. It occurs in large concentrations in
industrial areas. Sulfur dioxide combines with oxy-
gen, sunlight, and moisture to form sulfuric acid,
which, readily attacks cotton fabrics. Linen fabrics
are also affected, hut to a lesser degree than cotton.
Dacron fabric is far more resistant to sulfur dioxide
and other chemicals than any other fabric except
fiber glass fabric. Fiber glass fabric is not affected
by moisture, mildew, chemicals, or most acids.
Mildew
Mildew spores attack fabrics when they are
damp. All natural cellulose fibers provide nourish-
ment for mildew growth when conditions are right.
Mildew spores, also known as fungus or mold, can
be controlled by using a fungus inhibitor. The in-
hibitor is usually mixed with dope and applied with
the first coat of dope. Dope containing fungicides
should not be sprayed because they contain poisons.
Re-covering should be done in dry, clean build-
ings. Damp, dirty buildings encourage mildew
growth. The spores grow on damp rags, paper, etc.,
and are deposited directly on the fabric surfaces by
any movement which stirs the air in the area.
Spores are always present in the atmosphere in
varying degrees and are induced into the airframe
enclosures by air movement. An aircraft should be
flown frequently to circulate dry air into the wings
and fuselage so that moisture, which supports mil-
dew, will not accumulate.
Acid Dopes and Thinners
The use of dopes or thinners whose acidity has
increased beyond safe limits can cause rapid deteri-
oration of aircraft fabrics. When dope is stored
under extremes of heat or cold, chemical reactions
increase the acidity beyond safe limits.
Stocks of Military dope compound are sold as
surplus when periodic tests indicate that the dope
has developed an acid content in excess of a safe
value. Using surplus dope can lead to early fabric
deterioration.
General-purpose thinners should not be used to
thin aircraft dope. Such thinners are usually acidic
and are not formulated for use with dope.
Insufficient Dope Film
A thin dope film does not provide sufficient pro-
tection of the fabric from the elements, and early
deterioration of the fabric may result. Ultraviolet
light, which is invisible, combines with oxygen to
form an oxidizing agent that attacks organic materi-
als. The ultraviolet rays can be screened by adding
pigments to the dope film and by adequately cover-
ing the fabric with the dope. Aluminum powder
usually is added to two of the dope coats to stop
any ultraviolet light from reaching the fabric. Un-
doped fabric oi fabric covering that is not pro-
tected by coats of aluminum-pigmented dope should
not be exposed to sunlight for long periods.
105
Adequate protection of the fabric usually is
achieved if the dope film hides the weave of the
fabric, leaving a smooth surface. This cannot be
determined by the number of coats of dope applied,
but rather by the dope film thickness. This varies
with application technique, temperature, dope con-
sistency, and equipment.
Cracks in the dope film admit moisture and light,
causing localized deterioration of the fabric.
Storage Conditions
It is generally assumed that a hangared aircraft
is protected from fabric deterioration. However,
premature deterioration can occur, especially on
aircraft stored in an unheated hangar that has a
dirt floor. During the day, sun shining on the roof
raises the air temperature in the hangar. This warm
air absorbs moisture from the ground. When the air
cools, the absorbed moisture condenses and settles
on the aircraft. Atmospheric pressure changes draw
the damp air into the airframe enclosures. These
conditions provide an ideal situation for promoting
mildew growth.
When storing fabric-covered aircraft, all open-
ings large enough for rodents to enter should be
taped. Uric acid from mice can rot fabric. It can
also corrode metal parts, such as ribs, spars, and
fittings.
CHECKING CONDITION OF DOPED FABRlC
The condition of doped fabric should be checked
at intervals sufficient to determine that the strength
of the fabric has not deteriorated to the point where
airworthiness of the aircraft is affected.
The areas selected for test should be those known
to deteriorate most rapidly. The top surfaces gener-
ally deteriorate more rapidly than the side or bot-
tom surfaces. When contrasting colors are used on
an aircraft, the fabric will deteriorate more rapidly
under the darker colors. The dark colors absorb
more heat than the lighter colors. The warmer inner
surface of the fabric under the dark color absorbs
more moisture from the air inside the wing or fuse-
lage. When the surface cools, this moisture conden-
ses and the fabric under the dark area becomes
moist and promotes mildew growth in a localized
area. When checking cloth fabric that has been
reinforced by applying fiber glass, peel back the
glass cloth in the areas to be tested. Test the under-
lying cloth in the conventional manner.
Checking fabric surfaces is made easier by using
a fabric punch tester. There are several acceptable
fabric punch testers on the market; one such tester
incorporates a penetrating cone (figure 3-19).
Fabric punch testers are designed for use on the
dope-finished-fabric surface of the aircraft and pro-
vide only a general indication of the degree of
deterioration in the strength of the fabric covering.
Their advantage is that they may be used easily and
quickly to test the fabric surfaces without cutting
samples from the airplanes fabric. If a fabric
punch tester indicates that the aircraft fabric
strength is marginal, a laboratory test should be
performed to determine the actual fabric strength.
Colored band indicator
1
-
FIGURE 3-19. Fabric punch tester.
When using a punch tester similar ;o the one
illustrated in figure 3-19, place the tip on the doped
fabric. With the tester held perpendicular to the
surface, apply pressure with a slight rotary action
until the flange of the tester contacts the fabric. The
condition of the fabric is indicated by a color-
banded plunger that projects from the top of the
tester. The last exposed band is compared to a chart
supplied by the manufacturer of the tester to deter-
mine fabric condition.
The test should be repeated at various positions
on the fabric. The lowest reading obtained, other
than on an isolated reparable area, should be con-
sidered representative of the fabric condition as a
whole. Fabrics that test just within the acceptable
range should be checked frequently thereafter to
ensure continued serviceability.
The punch tester makes only a small hole (ap
proximately l/2-in. diameter) or a depression in
the fabric that can be repaired quickly by doping
on a 2-in. or 3-in. patch.
TESTING FABRIC COVERING
Tensile Testing of Undoped Fabric
Tensile testing of fabric is a practical means of
106
Spring-loaded scale
FIGURE 3-20. Fabric tensile tester.
determining whether a fabric covering has deterio-
rated to the point where re-covering is necessary.
Figure 3-20 illustrates a typical fabric tensile
tester.
A sample of the undoped fabric to be tested is cut
to exactly l-l/2-in. wide and to a sufficient length
(usually 6 in.) to allow insertion in the fabric
tester. Usually, each edge of the strip is frayed l/4
in., reducing the woven width to 1 in. The ends of
the fabric strip are fastened securely in the clamps
of the tester. As the crank of the tester is turned,
the threaded jackscrew is backed out, thus grad-
ually increasing the tension (pull) on the fabric
against the resistance of the spring-loaded scale
until the fabric strip breaks. The scale reading,
taken at the moment the fabric strip breaks, indi-
cates the strength of the fabric in pounds per inch.
Fabric specimens must be tensile tested in the
undoped condition. Use acetone dope thinner or
other appropriate thinning agents to remove the
finishing materials from the test specimen.
STRENGTH CRITERIA FOR AIRCRAFT FABRIC
Present minimum strength values for new aircraft
fabric covering are provided in figure 3-l.
The maximum permissible deterioration for used
aircraft fabric, based on a large number of tests, is
30%. Fabric that has less than 70% of the origi-
nally required tensile strength is not considered air-
worthy. Figure 3-l contains the minimum tensile
strength values for deteriorated fabric tested in the
undoped condition.
Some light aircraft operators use the Grade A
type fabric, but are only required to use intermedi-
ate grade fabric. In this case, the Grade A material
is still considered airworthy, provided it has not
deteriorated, as tested in the undoped condition,
below 46 pounds, i.e., 70% of the originally re-
quired tensile strength value for new intermediate
fabric.
DOPES AND DOPING
To tighten fabric covering and to make it airtight
and watertight, brush or spray the cloth with dope.
A tight fabric cover is essential to securing and
holding the cross-sectional shape of the airfoil to
the form given it by the ribs. This dope also pro-
tects the fabric from deterioration by weather or
sunlight and, when polished, imparts a smooth sur-
face to the fabric and reduces skin friction. Dopes
must be applied under ideal conditions to obtain
satisfactory and consistent results. A clean, fresh,
dry atmosphere with a temperature above 70 F.
and a relative humidity below 60%, combined with
good ventilation, is necessary in the dope room. The
dope must be of the proper consistency and be
applied uniformly over the entire surface.
Dopes will deteriorate seriously if stored in too
warm a place for a long period. The temperature
should not exceed 60 F. for long-time storage and
must not exceed 80 F. for periods up to 4 months.
Precautions against fire should be taken wherever
dope is stored or used because of its flammable
nature. Dope and paint rooms that are not located
in a separate building should be isolated from the
rest of the building by metal partitions and fire-
proof doors.
As stated previously, the most desirable condition
in a dope room is a temperature above 70 F. and a
relative humidity below 60%. At lower tempera.
tures the dope will not flow freely without the addi-
tion of excessive thinners. The relative humidity
can be lowered by raising the temperature if the
dope shop is not equipped with humidity control.
To condition fabric surfaces to the desired tempera-
ture and moisture conditions, allow them to stand
about 4 hrs. in the dope room after covering and
prior to doping.
The number of coats of dope applied to a fabric
surface depends on the finish desired. It is custom-
ary to apply two to four coats of clear dope, fol-
107
lowed by two coats of pigmented dope. Sufficient
clear dope should be applied to increase the weight
of the fabric by 2.25 to 2.50 oz./sq. yd. The clear-
dope film should weigh this amount after drying for
72 hrs. With fabric weighing 4 oz., the total
weight of fabric and dope is approximately 9.5
oz./sq. yd.
Pigmented dopes must be applied over the clear
dopes to protect the fabric from the sunlight. Suffi-
cient pigment must be added to the dope to form an
opaque surface. Pigmented dopes consist of the
properly colored pigment added to the clear dope.
When an aluminum finish is desired, 1 gal. of the
clear nitrocellulose dope is mixed with 12 oz. of
aluminum powder and an equal additional amount
of glycol sebacate plasticizer. Sufficient thinner is
then added so that two coats of this dope will give a
film weight of about 2 oz./sq. yd.
Panels should be doped in a horizontal position,
whenever possible, to prevent the dope from run-
ning to the bottom of the panel. Hand brush the
first coat of dope and work it uniformly into the
fabric. A minimum of 30 min. under good atmos-
pheric conditions should be allowed for drying be-
tween coats. Surface tape and patches should be
applied just prior to the second coat of dope. This
second coat should also be brushed on as smoothly
as possible. A third and fourth coat of clear dope
can be applied by either brushing or spraying.
These coats of clear dope provide a taut and rigid
surface to the fabric covering. If desired, this sur-
face may be smoothed by lightly rubbing with num-
ber 280 or 320 wet or dry sandpaper, or a similar
abrasive. When being rubbed, all surfaces should be
electrically grounded to dissipate static electricity.
The doping is completed by spraying two or more
coats of the properly colored pigmented dope on the
surface.
Under certain unfavorable atmospheric condi-
tions, a freshly doped surface will blush. Blushing
is caused by the precipitation of cellulose ester,
which is caused largely by a high rate of evapora-
tion and/or high humidity. High temperatures or
currents of air blowing over the work increase the
evaporation rate and increase blushing tendencies.
Blushing seriously reduces the strength of the dope
film and the necessary precautions should be taken
to guard against blushing. When a doped surface
blushes, it becomes dull in spots, or white in ex-
treme cases.
The surface under the doped fabric must be pro-
tected to prevent the dope from lifting the paint
on the surface. A common method is to apply dope-
proof paint or zinc chromate primer over all parts
of the surface that come in contact with doped
fabric. Another excellent method is to cover this
surface with aluminum foil 0.0005 in. thick. This
foil is glued to the surface and prevents the penetra-
tion of dope. It is applied over the regular finish.
Other materials, such as a cellophane tape, have
also been used successfully in place of aluminum
foil.
DOPE MATERIALS
Aircraft dope is any liquid applied to a fabric
surface to produce tautness by shrinkage, to in-
crease strength, to protect the fabric, to waterproof,
and to make the fabric airtight. Aircraft dopes are
also used extensively in the repair and rejuvenation
of aircraft fabric surfaces.
Aircraft dope is technically a colloidal solution of
cellulose acetate butyrate or cellulose nitrate. If
nitric acid was used in the chemical manufacturing
of the dope, it is known as cellulose nitrate dope. If
acetic and butyric acids were used, the dope is
known as cellulose acetate butyrate dope.
Cellulose-Nitrate Dope
Nitrocellulose dope is a solution of nitrocellulose
and a plasticizer, such as glycol sebacate, ethyl ace-
tate, butyl acetate, or butyl alcohol, or toluene. The
nitrocellulose base is made by treating cotton in
nitric acid. The plasticizer aids in producing a flexi-
ble film. Both the plasticizer and the solvents are
responsible for the tautening action of dope. Thin-
ners such as benzol or ethyl alcohol are sometimes
added to the dope to obtain the proper consistency.
These thinners evaporate with the volatile solvents.
Nitrate dope flows more freely and is more easily
applied to fabric than butyrate dope. It burns read-
ily and rapidly and is difficult to extenguish,
whereas butyrate dope burns slowly and is easily
extinguished. The tautening (shrinking) effect of
nitrate is not quite so great as that of butyrate, but
it is sufficient to tighten the fabric the desired
amount.
Cellulose-Acetate-Butyrate Dope
This type of dope is composed of cellulose acetate
butyrate and a plasticizer, triphenyl phosphate,
which are nonvolatile when mixed with ethyl ace-
tate, butyl acetate, diacetone alcohol or methyl ethyl
ketone, all of which are volatile.
Butyrate dope has a greater tauter-ring effect on
fabric and is more fire resistant than nitrate dope.
108
The solvents of butyrate dope are more penetrating
than those of nitrate dope, and butyrate dope can
be applied successfully over dried nitrate dope on a
fabric surface.
Both the cellulose nitrate and cellulose acetate
butyrate dopes, without the addition of color pig
ments, are a clear, transparent solution. Both are
used on aircraft fabric covering to shrink and
tighten the fabric to a drum-like surface, to impreg
nate and fill the fabric-mesh, and to waterproof,
airproof, strengthen, and preserve the fabric.
Pigments of the desired color may be added to
the final two or three coats of dope applied to the
fabric to attain the desired color and trim on the
aircraft.
ALUMINUM-PIGMENTED DOPES
When at leat two or more coats of aluminum-
pigmented dope (brushed or sprayed) have been
applied over the first two or three coats of clear
dope after they have dried and have been sanded, a
thin film of aluminum is formed over the fabric and
the undercoats of clear dope. This aluminum film
insulates the fabric from the suns heat and reflects
the heat and ultraviolet rays away from the fabric
surfaces of the aircraft.
Aluminum-pigmented dopes may be purchased al-
ready mixed and ready for application by brush or
spray. However, it is often more economical and
desirable to mix the powdered aluminum into the
clear dope in the shop.
The aluminum for mixing into the clear dope
may be obtained in either the powdered form or the
paste form. In the powdered form it is nothing
more than finely ground (pulverized) aluminum
metal. In the paste form the powdered aluminum
metal has been mixed with an adhesive agent to
form a putty-like paste.
Recommended mixing proportions are l-1/2 lbs.
of aluminum powder to 5 gal. of clear dope, or
l-3/4 lbs. of aluminum paste to 5 gal. of clear dope.
First, thoroughly mix and dissolve the powder or
paste in a small amount of alcohol thinner and then
add to the clear dope.
TEMPERATURE AND HUMIDITY EFFECTS ON
DOPE
The successful application of dope finishes on
fabric depends on many things, including the
method of application, temperature, humidity,
correct mixture of anti-blush reducers and thinners,
sanding, and preparation of the fabric. In addition
to the special methods necessary in the application
of dope, further precautions are required in the
handling, storage, and use of dope because it is
highly flammable and its fumes are harmful if
breathed in excess. For the best and safest results,
doping is usually done in a special dope room
where many of these factors can be controlled.
Cold Effects on Dope
In cold weather, dopes left in unheated rooms or
outside become quite viscous (thick). Cold dopes
should be kept in a warm room between 75 F. and
80 F. at least 24 hrs. before being used. Dope in
large drum containers (55 gal.) will require 48 hrs.
to reach this temperature. Cold dopes will pull and
rope under the brush and, if thinned sufficiently to
spray or brush, will use extra thinner needlessly
and will lack body when the thinner evaporates.
COMMON TROUBLES IN DOPE APPLICATION
Bubbles and Blisters
A heavy coat of lacquer applied over a doped
surface that is not thoroughly dry will tend to form
bubbles. To prevent this condition, allow the sur-
face to dry for 10 to 12 hrs. Bubbles may be re-
moved by washing the surface with dope thinner
until smooth, allowing the surface to dry, and then
sanding before refinishing. Blisters are caused by
dope dripping through to the opposite fabric during
application of the priming coat, as a result of exces-
sive brushing over spars, ribs, or other parts. Dope
may also seep through fittings, inspection openings,
or patches, and form blisters. Extreme care should
be taken to avoid blisters inasmuch as they can be
removed only by cutting the fabric at the blister,
and patching.
Slack Panels
Slack panels are caused by loose application of
the fabric, or the fabric may have been applied with
proper tension but permitted to remain undoped for
too long a period, thus losing its tension. Fabric
slackened by remaining undoped may be tightened
by the application of acetone if it is applied as soon
as the slackening is noticeable.
Extremes of temperature or humidity may cause
dope to dry in such a condition that the fabric
becomes slack. This can be remedied by spraying
on another coat of dope containing either a slow
dryer, such as butyl alcohol, or a rapid dryer, such
as acetone, as conditions may require.
109
Inconsistent Coloring
Inconsistent coloring of enamels, paints, and pig
mented dope, is caused by the pigments settling to
the bottom of the container, thus depriving the
upper portion of the vehicle of its proper percent-
age of pigment. If shaking the container does not
distribute the pigment satisfactorily, a broad paddle
or an agitator should be used to stir the mixture
thoroughly.
Pinholes
Pinholes in the dope film can be caused by the
temperature of the dope room being too high, by
not brushing the priming coat well into fabric to
seal it completely, by a heavy spray coat of a mix-
ture containing too much thinner, or by water, oil,
or dirt in the air supply of the spray gun.
Blushing
Blushing in dopes or lacquers is common in
humid weather. This condition in cellulose nitrate
and cellulose acetate dopes is caused by rapid evap-
oration of thinners and solvents. The evaporation
lowers the temperature on the surface of the freshly
doped fabric, causing condensation of moisture
from the atmosphere. This moisture on the surface
of the wet dope or lacquer precipitates the cellulose
nitrate or cellulose acetate out of solution, thus
giving the thick milky-white appearance known as
blush. Of course, such a decomposed finish is of no
value either in tautening or protecting the surface
for any period of time. Therefore, the blush must be
eliminated if the finish is to endure.
The common causes of blushing are:
(1) Temperature too low.
(2) Relative humidity too high.
(3) Drafts over freshly doped surface.
(4) Use of acetone as a thinner instead of
nitrate thinner.
If causes (1) and (2) cannot be corrected, blush-
ing may be avoided by adding butyl alcohol to the
dope in sufficient quantity to correct the condition.
Dope films that have blushed may be restored by
applying another coat of dope, thinned with butyl
alcohol, over the blushed film. This coat will dis-
solve the precipitation on the previous coat. If an
additional coat is not desired, the blushed film may
be removed by saturating a rag with butyl alcohol
and rubbing it rapidly and lightly over the blushed
film. If butyl alcohol does not remove the blushing,
acetone may be applied in the same manner to
accomplish this purpose.
Brittleness
Brittleness is caused by applying the fabric too
tightly or by the aging of the doped surface. Over-
tight panels may be loosened by spraying a 50%
solution of fast-evaporating solvent (acetone) and
dope over the surface to soak into the dope layers,
allowing the fabric to slacken. If the age of the
doped surface causes brittleness, the only remedy is
to recover the structure.
Peeling
Peeling is caused by failure to remove moisture,
oil, or grease from the fabric before the surface is
coated. Fabric areas so affected should be treated
with acetone before the priming coat is applied.
Runs and Sags
Runs and sags in the finish are caused either by
applying the dope too heavily or by allowing the
dope to run over the sides and ends of the surface.
Immediately after a surface is finished, the opposite
and adjacent surfaces should be inspected for sags
and runs.
TECHNIQUE OF APPLlCATION
Apply the first two coats of dope by brush,
spread on the surface as uniformly as possible, and
thoroughly work into the fabric. Be careful not to
work the dope through the fabric so that an exces-
sive film is formed on the reverse side. The first
coat should produce a thorough and uniform wet-
ting of the fabric. To do so, work the dope with the
warp and the fill threads for three or four brush
strokes and stroke away any excess material to
avoid piling up or dripping. Apply succeeding
brush or spray coats with only sufficient brushing
to spread the dope smoothly and evenly.
When doping fabric over plywood or metal-cov-
ered leading edges, care should be taken to ensure
that an adequate bond is obtained between the
fabric and the leading edge. Care should also be
taken when using predoped fabric to use a thinned
dope to obtain a good bond between the fabric and
the leading edge of wings.
Applying Surface Tape and Reinforcing Patches
Apply surface tape and reinforcing patches with
the second coat of dope. Apply surface tape over all
rib lacing and all other points of the structure
where tape reinforcements are required.
Installation of Drain Grommets
With the second coat of dope, install drain grom-
110
mete on the underside of airfoils at the trailing edge
and as close to the rib as practicable. On fuselages,
install drain grommets at the center of the under-
side in each fuselage bay, located to ensure the best
possible drainage. Special shielded grommets, some-
times called marine or suction grommets, are recom-
mended for seaplanes to prevent the entry of spray.
Also use this type of grommet on landplanes in the
part of the structure that is subject to splash from
the landing gear when operating from wet and
muddy fields. Plastic type grommets are doped di-
rectly to the covering. Where brass grommets are
used, mount them on fabric patches and then dope
them to the covering. After the doping scheme is
completed, open the drainholes by cutting out the
fabric with a small-bladed knife. Do not open drain
grommets by punching.
Use of Fungicidal Dopes
Fungicidal dope normally is used as the first coat
for fabrics to prevent rotting. While it may be more
advisable to purchase dope in which fungicide has
already been incorporated, it is feasible to mix the
fungicide with dope. Military Specification
ME-D-7850 requires that cellulose acetate butyr-
ate dope incorporate a fungicide for the first coat
used on aircraft. The fungicide designated in this
specification is zinc dimethyldithiocarbonate, which
forms a suspension with the dope. This material is a
fine powder, and if it is mixed with the dope, it
should be made into a paste, using dope, and then
diluted to the proper consistency according to the
manufacturers instructions. It is not practicable to
mix the powder with a large quantity of dope.
Copper naphtonate is also used as a fungicide
and forms a solution with dope. However, this mate-
rial has a tendency to bleed out, especially on light-
colored fabric. It is considered satisfactory from a
fungicidal standpoint.
The first coat of fungicidal dope should be ap-
plied extremely thin so that the dope can thor-
oughly saturate both sides of the fabric. Once the
fabric is thoroughly saturated, subsequent coats
may be applied at any satisfactory working consist-
ency.
NUMBER OF COATS REQUIRED
Regulations require that the total number of
coats of dope should be not less than that necessary
to result in a taut and well-filled finish job. A guide
for finishing fabric-covered aircraft is :
(1) Two coats of clear dope, brushed on and
sanded after the second coat. To prevent
damaging the rib stitch lacing cords and
fabric, do not sand heavily over the center
portion of pinked tape over ribs and
spars.
(2) One coat of clear dope, either brushed or
sprayed on, and sanded.
(3) Two coats of aluminum-pigmented dope,
brushed or sprayed on, and sanded after
each coat.
(4) Three coats of pigmented dope (the color
desired), sanded and rubbed to give a
smooth glossy finish when completed.
111
GENERAL
Metal- or wood-covered aircraft frequently are
painted to protect their surfaces from deterioration
and to provide a desirable finish. Many types of
finishes are used on aircraft structures. Wood struc-
tures may be varnished, whereas aluminum and
steel frequently are protected and preserved by
applying paint. The term paint is used in a gen-
eral sense and includes primers, enamels, lacquers,
and epoxies.
Aircraft finishes can be separated into three gen-
eral classes: (1) Protective, (2) appearance, and
(3) decorative. Internal and unexposed parts are
finished to protect them from deterioration. All ex-
posed parts and surfaces are finished to provide
protection and to present a pleasing appearance.
Decorative finishing includes trim striping, the
painting of emblems, the application of decals, and
identification numbers and letters.
FINISHING MATERIALS
A wide variety of materials are used in aircraft
finishing. Some of the more common materials and
their uses are described in the following para-
graphs.
Acetone
Acetone is a fast-evaporating dope solvent that is
suitable for removing grease from fabric prior to
doping, for cleaning spray paint guns, and as an
ingredient in paint and varnish removers. It should
not be used as a thinner in dope since its rapid
drying action causes the doped area to cool and
collect moisture. The absorbed moisture prevents
uniform drying and results in blushing.
Alcohol
Butyl alcohol is a slow-drying solvent that can be
mixed with dope to retard drying of the dope film
on humid days, thus preventing blushing. Generally,
5 to 10% of butyl alcohol is sufficient for this
purpose.
Butyl alcohol and ethyl alcohol are used together
as a mixture to dilute wash coat primer as necessary
CHAPTER 4
AIRCRAFT PAINTING AND FINISHING
for spray application. The percentage of butyl alco-
hol used will depend on the temperature and humid-
ity. Tne butyl alcohol retards the evaporation rate.
In some cases a 25% butyl/75% ethyl alcohol
mixture may be satisfactory; in others, a SO/50
mixture may be required.
Denatured alcohol is used for thinning shellac to
spray gun consistency, and as a constituent of paint
and varnish remover.
Isopropyl alcohol is used as a diluent in the
formulation of oxygen system cleaning solutions. It
is also used in preparing nonionic detergent mix-
tures.
Benzene
Benzene is used for cleaning equipment in which
enamel, paint, or varnish has been used. It is also
used as a constituent of paint and varnish remover.
Thinner
Dopes, enamels, paints, etc., are thinned for use
in spray guns, for more efficient brushing consist-
ency, and for reducing the thickness of coats. The
correct thinner must be used with a specific finish-
ing material.
Several materials required for thinning specific
paints and lacquers are also available for solvent
cleaning, but they must be used with care. Most of
these materials have very low flash points and, in
addition, will damage existing paint finishes. Some
of the more common paint thinners are briefly dis-
cussed in the following paragriphs.
Acrylic Nitrocellulose lacquer Thinner
Acrylic nitrocellulose lacquer thinner may be
effectively used to wipe small areas prior to paint
touchup. It will soften the edges of the base paint
film, which in turn will assure improved adhesion
of the touchup coating. However, the thinner con-
tains toluene and ketones and should never be used
indiscriminately for cleaning painted surfaces.
Cellulose Nitrate Dope and Lacquer Thinner
This thinner is both explosive and toxic as well
as damaging to most paint finishes. It may be used
113
for hand removal of lacquer or primer overspray. It
is the approved thinner for nitrocellulose lacquers
and is a mixture of ketones, alcohols, and hydrocar-
bons.
Volatile Mineral Spirits
This material is very similar to dry-cleaning sol-
vent but evaporates somewhat faster and leaves less
residue after evaporation. It can be effectively used
in wiping stripped metal surfaces just before the
re-application of paint finishes. It is also used as a
carrier for solvent-emulsion compounds in general
cleaning.
Toluene
Toluene (toluol) may be used as a paint remover
in softening fluorescent finish clear topcoat sealing
materials. It is also an acceptable thinner for zinc
chromate primer.
Turpentine
Turpentine is used as a thinner and quick-drier
for varnishes, enamels, and other oil-base paints.
Turpentine is a solvent for these types of materials
and can be used to remove paint spots and to clean
paint brushes.
Dope
Aircraft dope is essentially a colloidal solution of
cellulose acetate or nitrate, combined with sufficient.
plasticizers to produce a smooth, flexible, homoge-
neous film. The dope imparts to the fabric cover
additional qualities of increased tensile strength,
airtightness, weather-proofing, and tautness of the
fabric cover. Dope must possess maximum durabil-
ity, flexibility, blush resistance, and adhesion, while
adding the least additional weight. Each coating of
dope applied over undercoats must penetrate and
soften them, and build up a smooth, united surface
without lessening the degree of fabric tautness.
The six essential constituents of dope are:
(1) Film-base compounds, which are either
cellulose acetate or cellulose nitrate.
(2) Plasticizers, such as camphor oil and
castor oil, used to produce a durable, flexi-
ble film.
(3) Solvents, used to dissolve the cellulose-
base materials.
(4) Diluents, used for thinning the mixture.
Toxic diluents, such as benzol, are never
used.
(5) Slow dryers, such as butyl alcohol, used to
prevent too rapid drying, which tends to
(6)
over-cool the surface, thus causing con-
densation of moisture and resultant blush-
ing.
Colors or pigments, which are finely
ground particles of inorganic material
added to clear dope to give a desired
color.
The three types of dope used for aircraft finishes
are: (1) Clear, (2) semi-pigmented, and (3) pig.
mented. Their characteristics and uses are:
(1)
(2)
(3)
There are two clear nitrate dopes. One is
used to produce a gloss finish over semi-
pigmented finishes, and as a vehicle for
bronze/aluminum doped finishes. The
other is a specially prepared, quick-drying
material to be used only for patching.
Semi-pigmented nitrate dope contains a
limited quantity of pigment. It is used for
finishing fabric-covered surfaces.
Pigmented nitrate dope contains a greater
quantity of pigment than does semi-pig-
mented dope, and is normally used for
code marking and finishing insignia. One
or two coats applied over semi-pigmented
dope will produce the desired color effect.
Dope should not be applied over paint or enamel
because it tends to remove such material.
Nitrocelluloso lacquer
Nitrocellulose lacquers are available in both
glossy and flat finishes. They are also available in
either clear or pigmented form. These materials can
be applied over either old type zinc chromate or the
newer modified zinc chromate primer. The lacquer
finish is applied in two coats; a mist coat first, with
a full, wet cross coat applied within 20 to 30 min.
afterward. The lacquer finishes should be thinned
as necessary, using cellulose nitrate dope and lac-
quer thinner. Clear lacquer may be substituted for
spar varnish over doped fabric and is also used
with bronze/aluminum powder to produce alumin-
ized lacquer. Clear lacquer should never be applied
over paint, enamel, or varnish because it tends to
remove such material.
Acrydic Nitrocellulose lacquer
This is the most common topcoat in use today,
available either in flat or glossy finish. Both types
of material are required in refinishing conven-
tional aircraft. Anti-glare areas generally require
the use of flat finishes. The remaining surfaces
usually are finished with glossy materials to reduce
114
heat absorption. The base materials should be
thinned as necessary for spray application with
acrylic nitrocellulose thinner.
Paint Drier
Paint drier is added to paint when improved
drying properties are desired. Excessive drier in
paint will result in a brittle film, causing cracking
and peeling.
linseed Oil
Linseed oil is used to reduce semi-paste colors,
such as dull black stenciling paint and insignia
colors, to brushing consistency. It is also used as a
protective coating on the interior of metal tubing.
Zinc Chromate Primer
Zinc chromate primer is applied to metallic sur-
faces, before the application of enamel or lacquer,
as a corrosion-resistant covering and as a base for
protective topcoats. Older tp zinc chromate pri-
mer is distinguishable by its bright yellow color
compared to the green cast of the modified primers
currently used. The old type primer will adhere well
to bare metal. It is still specified as an acceptable
coating for internal surfaces, and it forms a part of
the old type nitrocellulose system finishes. It can be
applied by brush or spray and should be thinned
for spraying as necessary with toluene. When this
material is to be applied by brush, it should be
thinned to brushing consistency with xylene to give
better wet-edge retention. It dries adequately for
overcoating within an hour. Zinc chromate primer
is satisfactory for use under oil-base enamels or
nitrocellulose lacquers. It is also an excellent dope
proof paint.
Standard Wash Primer
Some paint finishes in general use include a
standard wash primer undercoat, also termed a
metal pretreatment coating compound. It is a two-
part material consisting of resin and alcoholic phos-
phoric acid, which is added just prior to applica-
tion. The two components should be mixed very
slowly and carefully and allowed to stand at least
30 min. before use. The primer should be used
within a total time of 4 hrs. Any necessary thinning
is done with a 25/75 to SO/SO mixture of butyl
alcohol and ethyl alcohol, respectively. The percent-
age of butyl alcohol used will be determined by the
evaporation rate. The percentage of butyl alcohol
should be kept to the minimum possible under local
temperature and humidity conditions. It is particu-
larly important that the ratio of acid to resin in the
wash primer be maintained. Any decrease in acid
will result in poor coat formation. An excess of acid
will cause serious brittleness.
Acrylic Cellulose Nitrate Modified Primer
The lacquer primer currently applied over the
wash coat base is a modified alkyd-type zinc chro-
mate developed for its adherence to the wash pri-
mer. It does not adhere well to bare metal, but
works effectively as a sandwich between the wash
coat primer and the acrylic nitrocellulose topcoat-
ing. It can be thinned as necessary for spray appli-
cation with cellulose nitrate thinner. In areas where
the relative humidity is high, it may be more desira-
ble to use acrylic nitrocellulose thinner. It should be
topcoated within 30 to 45 min. after its application
for best results.
Under ,no condition should it dry more than an
hour and a half before finish coats of acrylic lac-
quer are applied. If primer coats are exposed to
atmospheric conditions for longer than this maxi-
mum drying period, a re-application of both the
wash primer and modified primer is necessary, fol-
lowed immediately by the application of the acrylic
lacquer topcoat. Otherwise, complete stripping of
the coatings and refinishing is required.
In general, freshly applied coatings can be re-
moved with either acrylic lacquer thinner or methyl
ethyl ketone. However, once the coat is dry, paint
stripper is required for complete removal of the
coating.
The finish coatings are usually applied in two
coats over the modified zinc chromate primer; the
first a light mist coat, and the second a wet cross-
coat with 20 to 30 min. drying time allowed be-
tween the two coatings. On amphibians or sea-
planes, where maximum protection is required, the
finish is increased to two coats of primer and three
coats of lacquer. Once the paint finish has set, paint
stripper is necessary for its removal.
Enamel
Enamels are special types of varnish having ei-
ther an oil base or nitrocellulose base as the solvent.
Enamel finishes are generally glossy, although flat
enamel finishes are available. Enameled surfaces are
hard, resist scratching and the action of oils or
water, and certain grades resist high temperatures.
Enamel can be applied by spraying or brushing and
is suitable for either interior or exterior applica-
tion.
115
Varnish
Spar varnish is used for finishing interior or
exterior wood surfaces. It produces a transparent,
durable coating for use where high gloss and hard-
ness are not the principal requirements.
Asphalt varnish is a black coating used for the
protection of surfaces around lead acid batteries,
and where acid or water are present.
Oil Stain
Oil stain is used to stain wood for decorative
purposes. It is available in light and dark shades,
simulating mahogany, oak, walnut, or other wood.
Color
Various coloring materials are used for special
applications, such as insignia and signs. These
colors are obtainable as pastes (powder ground in
oil) to be mixed with the proper solvent.
Paint
Paint % a mechanical mixture of a vehicle and a
pigment. The vehicle is a liquid that cements the
pigment together and strengthens it after drying.
The pigment gives solidity, color, and hardness to
the paint. Among the commonly used pigments are:
iron oxide, zinc chromate, titanium oxide, iron blue
lead chromate, carbon black, and chrome green.
The vehicles used for paint can be divided into
two general classes: (1) Solidifying oils, and (2)
volatile oils. The solidifying oils dry and become
tough leathery solids upon exposure to the air.
China wood oil, tung oil, or linseed oil are the most
common solidifying oils used in aircraft paint. Vol-
atile oils, or spirits are those which evaporate when
exposed. These oils are used to dilute paint to the
proper consistency and to dissolve varnish resins.
The most common volatile vehicles are: Alcohol,
turpentine, benzine, toluene, ethyl acetate, and butyl
acetate. Paints, varnishes, and enamels are usually
composed of a pigment and a mixture of both solid-
ifying and volatile oils. Lacquer, which is noted for
its rapid drying, is composed of pigments, resins,
and volatile oils.
Paint Remover
General-purpose paint and enamel remover is a
good, nonflammable, water-rinsable paint remover.
It is used for stripping lacquer and enamel coatings
from metal surfaces, and it consists of active sol-
vents, amines, ammonia, thinners, emulsifiers, a sta-
ble chlorinated solvent, and a cresol mixture that
can be applied by fluid spray or brush. The cresol
additive swells the resins in the paint coatings,
while the chlorinated constituents penetrate through
and lift the softened resins by evaporation. This
material is water-rinsable after application and can
be applied several times on stubborn coatings. It
should never be permitted to contact acrylic win-
dows, plastic surfaces, or rubber products. This ma-
terial should be stored indoors or in an area well
protected against weather conditions. Goggle-type
eyeglasses and protective clothing should be worn
when using it. Paint stripping procedures, discussed
later in this chapter, are the same for touchup as
for a complete repainting.
Epoxy Coating Remover
Strong acid solutions or alkaline tank stripping
agents are the most effective materials for removal
of certain well-cured epoxies at the present time,
but these stripping agents may not be used on alu-
minimum surfaces. General-purpose paint and enamel
remover can remove most epoxy finishes. Several
applications or extended dwell times may be neces-
sary for effective results.
Fluorescent Paint Remover
Fluorescent paint remover, water-rinsable type, is
a paint stripper designed to remove fluorescent
paint finishes from exterior surfaces of aircraft.
This material is used for stripping the high-visibil-
ity coatings without affecting the permanent acrylic
or cellulose nitrate coatings underneath. A perma-
nent base coating of cellulose nitrate lacquer may
be softened by this material if allowed to remain
too long.
Work with paint remover should be done out of
doors in shaded areas whenever practicable, or with
adequate ventilation when used indoors. Rubber,
plastic, and acrylic surfaces require adequate mask-
ing. Goggle type glasses, rubber gloves, aprons, and
boots should be worn during any extensive applica-
tion of this stripper. Hand stripping of small areas
requires no special precautions.
Masking Material
Masks are used to exclude areas to which dope or
lacquer, etc., is not to be applied. Masks are made
of thin metal, fiberboard, paper, or masking tape.
Metal and fiberboard masks are usually held in
place by weights, and paper masks by masking tape.
Liquid spray shield is a solution applied to pro-
tect areas, thus serving as a liquid mask. The liquid
shield and the finish deposited upon it are easily
washed ofi with water when the design is dry.
116
Storage of Finishing Material
Dope, paint, enamel, and other finishing material
should he stored in a dry place away from direct
sunlight and heat. Each container is assigned a
code and color number identifying the material con-
tained therein.
Stored paint, enamel, and other finishing material
that has separated from the vehicle must be mixed
to regain usefulness. If the pigment is caked, pour
most of the liquid into another container and mix
the caked pigment until it is free of lumps. A broad
paddle or an agitator may be used for this purpose.
When the pigment is smooth and free from lumps,
the liquid is added slowly and the stirring is contin-
ued to ensure complete mixing.
PAINT TOUCHUP
A good intact paint finish is one of the most
effective barriers available for placement between
metal surfaces and corrosive media. Touching up
the existing paint finish and keeping it in good
condition will eliminate most general corrosion
problems.
When touching up paint, confine paint coverage
to the smallest area possible. Acrylic primer or lac-
quer may be used, but adhesion is usually poor.
Epoxy coatings, as well as the older type of zinc
chromate primer, may be used for touchup on bare
metal.
When a paint surface has deteriorated badly, it is
best to strip and repaint the entire panel rather
than attempt to touchup the area. Touchup materi-
als should be the same as the original finish. Sur-
faces to be painted should be thoroughly cleaned
and free from grease, oil, or moisture. Where condi-
tions are not suitable for painting, preservatives
may be used as temporary coatings until good
painting conditions are restored. Paint finishes
should not be too thick since thickness promotes
cracking in service.
Much of the effectiveness of a paint finish and its
adherence depends on the careful preparation of the
surface prior to touchup and repair. It is imperative
that surfaces be clean and that all soils, lubricants,
or preservatives be removed.
Cleaning procedures for paint touchup are much
the same as the procedures for cleaning before
inspection. Many types of cleaning compounds are
available. Chapter 6, Hardware, Materials, and
Processes, in the Airframe and Powerplant Me-
chanics General Handbook, AC 659A, describes
many of these compounds.
IDENTIFICATION OF PAINT FINISHES
Existing finishes on current aircraft may be any
one of several types, combinations of two or more
types, or combinations of general finishes with spe-
cial proprietary coatings.
Any of the finishes may be present at any given
time, and repairs may have been made using materi-
als from several different types. Some detailed infor-
mation for the identification of each finish is neces-
sary to assure adequate repair procedures. A simple
teat is valuable in confirming the nature of the
coatings present. The following tests will aid in
paint finish identification.
Apply a coating of engine oil (Military Specifica-
tion ~11-1-7808, or equal) to a small area of the
surface to be checked. Old nitrocellulose finishes
will soften within a period of a few minutes. Acrylic
and epoxy finishes will show no effects.
If not identified, next wipe down a small area of
the surface in question with a rag wet with MEK
(methyl ethyl ketone). MEK will pick up the pig
ment from an acrylic finish, but will have no effect
on an epoxy coating. Wipe the surface; do not rub.
Heavy rubbing will pick up even epoxy pigment
from coatings that are not thoroughly cured. Do not
use MEK on nitrocellulose finishes. No test of flu-
orescent finishes should be necessary other than
visual examination.
PAINT REMOVAL
One of the most important jobs is the stripping of
old paint finishes preparatory to applying a new
surface cover coat. An original finish may have to
be removed in any of the following cases:
(1) If a panel or other area on the aircraft
has badly deteriorated paint surfaces.
(2) If repair materials are not compatible with
the existing finish, thereby precluding
touchup repair.
(3) If corrosion is evident or suspected under
an apparently good paint coating.
The area to be stripped must be cleaned of
grease, oil, dirt, or preservatives to assure maximum
efficiency of the stripping compound. The selection
of the type of cleaning materials to be used will
depend on the nature of the matter to be removed.
Dry-cleaning solvent may be used for removing oil,
grease, and soft preservative compounds. For heavy
duty removal of thick or dried preservatives,
other compounds of the solvent-emulsion type are
available.
117
In general, paint stripping materials are toxic
and must be used with care. The use of a general-
purpose, water-rinsable stripper is recommended for
most field applications. Wherever practicable, paint
removal from any large area should be done out of
doors and preferably in shaded areas. If indoor
removal is necessary, adequate ventilation must be
assured. Synthetic rubber surfaces, including air-
craft tires, fabric, and acrylics, must be thoroughly
protected against possible contact with paint re-
mover. Care must be taken when using paint re-
mover around gas- or water-tight seam sealants,
since this material will soften and destroy the in-
tegrity of the sealants.
Mask any opening that would permit stripper to
get into aircraft interiors or critical cavities. Paint
stripper is toxic and contains ingredients harmful to
both skin and eyes. Rubber gloves, aprons of acid
repellent material, and goggle type eyeglasses
should be worn if any extensive paint removal is to
be done. A general stripping procedure is discussed
in the following paragraphs.
No prepared paint remover should be used on
aircraft fabric or be allowed to come in contact with
any fiberglass reinforced parts such as radomes,
radio antenna, or any component such as fiberglass
reinforced wheel pants or wing tips. The active
agents will attack and soften the binder in these
parts.
CAUTION: Any time you use a paint stripper,
always wear protective goggles and rubber gloves.
If any stripper is splashed on your skin, wash it off
immediately with water; and if any comes in con-
tact with your eyes, flood them repeatedly with
water and CALL A PHYSICIAN.
Brush the entire area to be stripped with a cover
of stripper to a depth of l/32 in. to l/16 in. Any
paint brush makes a satisfactory applicator, except
that the bristles will be loosened by the effect of
paint remover on the binder. The brush should not
be used for other purposes after being exposed to
paint remover.
After applying the stripping compound, it may
be covered with an inexpensive polyethane drop
cloth. Covering prevents rapid evaporation of the
solvents and facilitates penetration of the paint film.
Allow the stripper to remain on the surface for a
sufficient length of time to wrinkle and lift the
paint. This may vary from 10 min. to several hours,
depending ofi the temperature, humidity, and the
condition of the paint coat being removed. Scrub
the paint-remover-wet surface with a bristle brush
saturated with paint remover to further loosen any
finish that may still be adhering to the metal.
Re-apply the stripper as necessary in areas that
remain tight or where the material has dried, and
repeat the above process. Nonmetallic scrapers may
be used to assist in removing persistent paint fin-
ishes.
Remove the loosened paint and residual stripper
by washing and scrubbing the surface with water.
If water spray is available, use a low-to-medium
pressure stream of water directly on the scrubbing
broom. If steam cleaning equipment is available and
the area is sufficiently large, this equipment, to-
gether with a solution of steam cleaning compo-md,
may be used for cleaning. On small areas, any
method may be used that will assure complete rin-
sing of the cleaned area.
RESTORATION OF PAINT FINISHES
The primary objective of any paint finish is the
protection of exposed surfaces against deteriora-
tion. Other reasons for particular paint schemes
are :
(1) The reduction of glare by nonspecular
coatings.
(2) The use of white or light-colored, high-
gloss finishes to reduce heat absorption.
(3) High visibility requirements.
(4) Identification markings.
All of these are of secondary importance to the
protection offered by a paint finish in good condi-
tion. A faded or stained, but well-bonded paint
finish is better than a fresh touchup treatment im-
properly applied over dirt, corrosion products, or
other contaminants;
NITROCELLULOSE LACQUER FINISHES
Nitrocellulose finish- ordinarily consist of a
wash primer coat and a coat of zinc chromate pri-
mer. A nitrocellulose lacquer topcoat is applied over
the prime coats.
Replacement of Existing Finish
When an existing nitrocellulose finish is exten-
sively deteriorated, the entire aircraft may have to
be stripped of paint and a complete new paint finish
applied. When such damage is confined to one or
more panels, the stripping and application of the
new finish may be limited to such areas by masking
to the nearest seam line.
The complete nitrocellulose lacquer finish is
begun with the application of standard wash primer
118
undercoat. The wash primer should be applied in a
thin coat, with the texture of the metal iii11 visible
through the coating. If absorption of water results
and the coat shows evidence of blushing, successive
coatings will not adhere. The area should be re-
sprayed with butyl alcohol to re-deposit the wash
primer. If blushing is still evident, it should be
stripped and resprayed. After 20 min. drying time,
adherence of the film should be checked with a
thumbnail test. A moderate thumbnail scratch
should not remove the prime coat.
The wash primer must be applied over a pre-
cleaned surface that has been wiped with a volatile
solvent such as MEK, naphtha, or paint and lacquer
thinners just before paint application. Evaporation
of the solvent should be complete before the prime
coat is added. Better results will be obtained if the
solvent wipe-down is followed by a detergent wash.
Lacquer primer is a modified alkyd-type zinc
chromate developed for its adherence to the wash
primer. Lacquer primer does not adhere well to
bare metal, but works effectively as a sandwich
between the wash coat primer and the nitrocellulose
.opcoating, and can be thinned as necessary for
spray application with cellulose nitrate thinner. In
areas where the relative humidity is high, it may be
more desirable to use acrylic nitrocellulose thinner.
For best results, lacquer primer should be topcoated
within 30 to 45 min. after its application.
The old type primer will adhere well to bare
metal and is still specified as an acceptable coating
for internal surfaces as well as a part of the nitro.
cellulose finishes. Apply by brush or spray; thin
for spraying with toluene. When this material is to
be applied by brush, thin to brushing consistency
with xylene to give better wet-edge retention. Over-
coating may be applied within an hour.
Nitrocellulose lacquers are available in both
glossy and nonspecular finishes. The lacquer finish
is applied in two coats: a mist coat first, with a full
wet crosscoat applied within 20 to 30 min. The
lacquer should be thinned as necessary, using cellu-
lose nitrate dope and lacquer thinner.
Cellulose nitrate dope and lacquer thinner (Fed-
eral Specification TTLT-266) is both explosive and
toxic, as well as damaging to most paint finishes.
Dope and lacquer thinner may be used for hand
removal of lacquer or primer overspray, is an ap
proved thinner for nitrocellulose lacquers, and is a
mixture of ketones, alcohols, and hydrocarbons.
The surface areas of damaged paint must be
clean prior to touchup repair, and all soils, lubri-
cants and preservatives must be removed. Cleaning
procedures for paint touchup are much the same as
those for paint removal.
If the old finish is not to be completely stripped,
the existing surface must be prepared to receive the
new cover coat after cleaning. If good adhesion is
to be obtained, all loose paint should be brushed
off, giving particular attention to overpaint usually
found in wheel wells and wing butt areas. Curled or
flaky edges must be removed and feathered to pro-
vide about l/2 in. of overlap. A fine abrasive ap
proved for aircraft use should be used and extreme
care taken to ensure that existing surface treatments
are not ,damaged.
After sanding, sanded areas and bare metal
should be wiped with either mineral spirita, alcohol,
aliphatic naphtha, or dry-cleaning solvers& Follow-
ing complete evaporation of these solvents, a deter-
gent wash using a nonionic detergent/isopropyl al-
cohol mixture should be applied just prior to paint-
ing. This will improve paint adhesion.
ACRYLIC NITROCELLULOSE LACQUER FINISH
Acrylic nitrocelhrlose lacquer is one of the most
common topcoats in use today, available either az
nonspecular material or glossy finish. Both types of
material are required in refinishing conventional
aircraft. Surfaces visible from above and other anti-
glare areas generally require the use of nonspecu-
lar finishes. The remaining surfaces are usually fin-
ished with glossy materials to reduce heat absorp-
tion. The base materials should be thinned as neces-
sary for spray application with acrylic nitrocellu-
lose thinner.
Replacement of Existing Acrylic Nitrocellulore
lacquer Finish
This finish includes a wash primer coat, modified
zinc chromate primer coat, and an acrylic nitrocel-
lulose lacquer topcoat. This finish may be applied
only in the sequence specified in the manufacturers
instructions and will not adhere to either the old
nitrocellulose coatings or the new epoxy finishes.
Even when finishes are applied over old acrylic
coatings during touchup, a softening of the old film
with a compatible thinner is required.
When a finish is being rebuilt from bare metal,
the steps through the application of the modified
primer are the same as for nitrocellulose finishes,
except that old type zinc chromate primer may not
be used. As with the nitrocellulose finish, the
acrylic nitrocelhtlose topcoat should be applied
within 30 to 45 min. The finish coatings are usually
119
applied in two coats over the modified primer: the
first a mist coat, and the second a wet, full-hiding
crosscoat, with 20 to 30 min. drying time allowed
between the two coatings. Once the paint finish has
set, paint stripper is necessary for its removal.
Acrylic nitrocellulose lacquer thinner is used in
thinning acrylic nitrocellulose lacquers to spray
consistency.
When rebuilding acrylic finishes, use two sepa-
rate thinners: (1) Cellulose nitrate dope and lac-
quer thinner to thin the modified primer, and (2)
acrylic nitrocellulose lacquer thinner to reduce the
topcoat material. Make sure that the thinner materi-
als are used properly and that the two are not
mixed.
Touchup of Acrylic Nitrocellulose Finishes
After removal of damaged paint, the first step
before application OI touchup acrylic nitrocellulose
lacquer is preparing the old coat to receive the new.
Acrylic nitrocellulose lacquer thinner may be effec-
tively used to wipe small areas prior to painting.
This will soften the edges of the base paint film
around damaged areas, which in turn will assure
improved adhesion of the touchup coating. How-
ever, the thinner contains toluene and ketones and
should never be used indiscriminately for cleaning
painted surfaces.
When softening old, good-condition acrylic nitro-
cellulose finishes with thinner, care should be taken
to avoid penetration and separation of the old pri-
mer coats. The new acrylic lacquer coat should be
applied directly over the softened surface without
the use of primers between the old and new coats.
EPOXY FINISHES
Another type of paint becoming increasingly
common is a Military Specification epoxy finish or
proprietary epoxy primer and topcoats. These fin-
ishes ordinarily consist of a conventional wash pri-
mer coat and two coats of epoxy material. However,
in some cases it may consist of a three-coat finish
that includes wash primer plus epoxy-polyamide pri-
mer with an epoxy-polyamide topcoat.
The high gloss inherent with this system is pri-
marily due to the slow flowing resins used. The
thinners flash off quickly but the resins continue to
flow for three to five days. It is this long flow-out
time and the even cure throughout the film that
gives the pigment and the film time to form a
truly flat surface, one that reflects light and has the
glossy wet look which makes them so popular.
Polyurethane finish is used on agricultural air-
craft and seaplanes because of its abrasion resist-
ance and resistance to chemical attack. Phospha-
teesten (Skydrol) hydraulic fluid, which quite
actively attacks and softens other finishes, has only
minimal effect on polyurethanes. Even acetone
will not dull the finish. Paint strippers must be
held to the surface for a good while to give the
active ingredients time to break through the film
and attack the primer.
The epoxy material presently in use is a two-
package system that consists of a resin and a con-
verter which must be mixed in definite proportions
just before application. Since the proportions will
vary between colors used and also with sources of
procurement, it is important that instructions on the
specific container be observed carefully. The con-
verter should always be added to the resin, never
resin to the converter. Also, do not mix materials
from two different manufacturers. The mixture
should be allowed to stand at least 15 min. before
initial use.
In this time the curing action is started. The
primary purpose of this waiting period is to aid in
the application and actually has little to do with
the results of the finish itself. After this induction
period, the material is stirred and mixed with re-
ducer to the proper viscosity for spraying. When
you have the proper viscosity, spray on a very light
tack coat, lighter than with a zonventional enamel.
Allow it to set for about 15 minutes so the thinner
can flash off, or evaporate, and spray on a full wet
cross coat. The main problem with the application
of polyurethane lies in getting it on too thick. A
film thickness of about 1.5 mils (one and a half
thousandths of an inch) is about maximum for all
areas except for those subject to excessive erosion,
such as leading edges. Too thick a film which
might build up in the faying strips can crack be-
cause of loss of flexibility. A good practical way
to tell when you have enough material is to spray
until you feel that one more pass will be just right,
then quit right there, before you make that one
more pass. The high solids content of polyure-
thane, its slow ,drying, and low surface tension
allows the finish to crawl for an hour or so after
it has been put on. If you can still see the metal
when you think you have almost enough, dont
worry; it will flow out and cover it. Almost no
polyurethane job will look good until the next day,
because it is still flowing. It will actually flow for
about 3 to 5 days. It will be hard in this time, and
the airplane may be flown in good weather, but the
paint below the surface is still moving.
Masking tape may be applied after 5 hours under
the most ideal conditions, but it is far better if you
120
can wait 24 hours after application of the finish;
it should be removed as soon after the trim is
sprayed as possible. If it is left on the surface for
a day or so, it will be almost impossible to remove.
Both the polyurethane enamel and the epoxy
primer which bonds the film to the surface are
catalytic materials. They should be mixed and
used within 6 hours. If they are not applied
within this time, they will not have the full gloss
because of the reduced flow time. If it is impos-
sible to spray all of the polyurethane within the
6 hour time period, careful addition of reducer can
add a couple of hours to the useful life of the
material.
The catalysts used for these primers and finishes
are highly reactive to moisture, and the cans should
be recapped immediately after using. If a can of
the catalyst is allowed to remain open for a period
of time, and is then resealed, the moisture in the
can will activate it, and swell it up so much there
is danger of the can bursting. High humidity
and/or heat accelerates the cure.
All catalyzed material must be removed from the
pressure pot, the hose, and the gun, immediately
upon completion of the spraying operation, and the
equipment thoroughly washed. If any of this ma-
terial is allowed to remain overnight, it will solidify
and ruin the equipment.
Precautions must be taken to assure respiratory
and eye protection when mixing the two-part resin
and activator. Glovee and aprons should also be
used to prevent skin contact. Smoking or eating in
the mixing area should be specifically prohibited,
and mixing should be accomplished in a well-venti-
lated area. The uncured resins and catalysts con-
tained in these mixtures can cause skin sensitivity
similar to a poison ivy reaction.
Touchup of Epoxy Finishes
Epoxy coatings may be applied directly over bare
metal iu small areas. Minor damage such as
scratches and abrasions ehould be repaired by
applying the epoxy topcoat directly to the damaged
area, whether or not the damage extends through to
the bare metal. The area should be thoroughly
cleaned and the edges of the old coating roughened
to assure adherence. This material builds up very
rapidly. Coats that are too heavy are easily pro-
duced and are particularly subject to poor adhesion
and cracking.
Larger areas of damage should be repaired by
stripping to the nearest seam line and building a
complete epoxy finish.
FLUORESCENT FINISHES
Fluorescent paint finishes are available in two
types of equal fade- and weather-resistant qualities:
(1) A removable finish which is designed for ease
of removal and (2) a permanent finish which ordi-
narily may not be removed without stripping the
entire paint finish down to bare metal. These fluores-
cent paints are applied over full-hiding, clean, white
undercoats for maximum reflectance.
Replacement of Existing Finish
For optimum weather resistance and film proper-
ties, the dry film thickness must be at least 3 mils
for the fluorescent body coat and 1 mil for the clear
topcoat. A clear topcoat of from 1 to l-1/2 mils is
necessary to screen out ultraviolet rays from the
sun and prevent early or spotty fading of the flu-
orescent finish. The use of clear lacquers, other
than those provided with the fluorescent paint, may
also promotti fading.
When the permanent finish is white and a fluores-
cent finish is needed, the permanent white finish
may serve as the undercoat. If the permanent finish
is any other color, a white lacquer should be used
under the fluorescent paint.
When applying fluorescent paint to epoxy fin-
ishes, first coat the epoxy surface with white nitro-
cellulose lacquer, since the fluorescent finish does
not adhere too well to the epoxy films. These high-
visibility finishes are effective for periods of 6 to 8
months.
touchup of Fluorescent Finishes
Touchup of fluorescent finishes is difficult to con-
trol and should seldom be attempted. Any touchup
will be noticeable because of the variations in shad-
ing.
Minor damage in fluorescent coatings is repaired
by masking, stripping with toluene down to the
white undercoat, and repainting with fluorescent
paint. This should include one or more touchup
coatings of fluorescent paint finish and then over-
coated with a clear topcoat sealant.
ENAMEL FINISHES
Enamels frequently are used for the topcoats in
finishing aircraft. Practically all aircraft enamels
are made by mixing a pigment with spar varnish or
glycerol phthalate varnish.
Most enamel finishes used on aircraft components
are baked finishes that cannot be duplicated under
field conditions. Some are proprietary (patented)
materials that are not available in standard stock,
121
However, for touchup purposes on any enameled
surface, standard air-drying, glossy enamel or
quick-drying enamel may he used.
High-gloss enamel is thinned with mineral spirits,
can he applied by brushing, and should ordinarily
be used over a zinc chromate primer coat base.
Quick-drying enamel is best thinned with aromatic
naphtha. In situations where a primer is not availa-
ble, either of these enamels may be applied directly
to bare metal.
If no enamel is available for touchup purposes,
epoxy topcoat material may be substitued. The use
of acrylic nitrocellulose lacquer for enamel repairs
usually is not satisfactory.
PAINT SYSTEM COMPATIBILITY
The use of several different types of paint, cou-
pled with several proprietary coatings, makes repair
of damaged and deteriorated areas particularly dif-
ficult, since paint finishes are not necessarily com-
patible with each other. The following general rules
for constituent compatibility are included for infor-
mation and are not necessarily listed in the order of
importance :
(1) Old type zinc chromate primer may be
used directly for touchup of bare metal
surfaces and for use on interior finishes.
It may be overooated with wash primers if
it is in good condition. Acrylic lacquer
finishes will not adhere to this material.
(2) Modified zinc chromate primer will not
adhere satisfactorily to bare metal. It must
never be used over a dried fiim of acrylic
nitrocellulose lacquer.
(3) Nitrocellulose coatings will adhere to
acrylic finishes, but the reverse is not
true. Acrylic nitrocellulose lacquers may
not be used over old nitrocellulose fin-
ishes.
(4) Acrylic nitrocellulose lacquers will adhere
poorly to both nitrocellulose and epoxy
finishes and to bare metal generally. For
best results the lacquers must be applied
over fresh, successive coatings of wash
primer and modified zinc chromate. They
will also adhere to freshly applied epoxy
coatings (dried less than 6 hrs.) .
(5)
(6)
(7)
(8)
Epoxy topcoats will adhere to all the paint
systems that are in good condition and
may be used for general touchup, includ-
ing touchup of defects in baked enamel
coatings.
Old wash primer coats may be overcoated
directly with epoxy finishes. A new second
coat of wash primer must be applied if an
acrylic finish is to be applied.
Old acrylic finishes may be refinished
with new acrylic if the old coating is thor-
oughly softened using acrylic nitrocellu-
lose thinner before paint touchup.
Damage to epoxy finishes can best be re-
paired by using more epoxy, since neither
of the lacquer finishes will stick to the
epoxy surface. In some instances, air-
drying enamels may be used for touchup
of epoxy coatings if edges of damaged
areas are first roughened with abrasive
paper.
METHODS OF APPLYING FINISHES
There are several methods of applying aircraft
finishes. Among the most common are dipping,
brushing, and spraying.
Dipping
The application of finishes by dipping is gener-
ally confined to factories or large repair stations.
The process consists of dipping the part to be fin-
ished in a tank filled with the finishing material.
Prime coats are frequently applied in this manner.
Brushing
Brushing has long been a satisfactory method of
applying finishes to all types of surfaces. Brushing
is generally used for small repair work and on
surfaces where it is not practicable to spray paint.
The material to be applied should be thinned to
the proper consistency for brushing. A material that
is too thick has a tendency to pull or rope under the
brush. If the materials are too thin, they are likely
to run or will not cover the surface adequately.
Spray Painting
All spray systems have several basic similarities.
There must be an adequate source of compressed
122
air, a reservoir or feed tank to hold a supply of the
finishing material, and a device for controlling the
combination of air and finishing material ejected in
an atomized cloud or spray against the surface to
he coated.
There are two main typee of spray equipment. A
spray gun with integral paint container is satisfac-
tory when painting small areas. When large areas
are painted, pressure-feed equipment is usually pre-
ferred, since a large supply of -finishing material
can be provided under constant pressure to a pres-
sure-feed type of spray gtm.
The air-pressure supply must be entirely free
from water or oil to obtain good spray painting. Oil
and water traps as well as suitable filters must be
incorporated in the air pressure supply line. These
filters and traps must be serviced on a regular
basis.
The spray gun can be adjusted to give a circular
or fan type of spray pattern. Figure 4-l shows the
spray pattern at various dial settings. When cover-
ing large surfaces, set the gun just below maximum
width of the fan spray. The circular spray is suita-
ble for spotting-in small areas.
The gun should be held 6 to 10 in. away from the
surface and the contour of the work carefully fol-
lowed. It is important that the gun be kept at right
angles to the surface. Each stroke of the spray gun
should be straight and the trigger released just be-
fore completing the stroke, as shown in figure 4-2.
The speed of movement should be regulated to de-
posit an even, wet, but not too heavy, coat.
Each stroke of the gun should be overlapped to
keep a wet film, thus absorbing the dry edges of the
previous stroke.
The spray should be applied as an even, wet coat
that will flow out smoothly and be free from spray
dust. Inadequate coverage results from spraying
too lightly and runs and sags from spraying
too heavily.
To aid in obtaining good results, make sure the
air pressure to the spray gun is between 40 and 80
p.s.i., depending on the material being used. With
air pressures below 40 p.s.i. spraying is slow and
tedious. Also, with viscous materials, full atomiza-
tion is not obtained. Above 80 p.s.i. dust and
blowback become troublesome.
when using pressure-feed equipment, adjust the
air pressure in the container according to the vis-
cosityof the paint and the length of the fluid hose
used. The pressure must be such that the material
reaches the spray gun head in a gentle and continu-
ous flow. Generally, a pressure between 5 and 15
p.s.i. should be used. Higher pressures lead to runs
and sags caused by the delivery of too much paint.
PREPARATION OF PAINT
Before paint is used, it must be stirred thor-
oughly so that any pigment which may have settled
to the bottom of the container is brought into SUB-
pension and distributed evenly throughout the
paint. If a film. called skinning, has formed over
the paint, the skin must be completely removed be-
fore stirring. Mechanical stirring is preferable to
hand stirring. A mechanical agitator or tumbler
may be used. However, as tumbling does not always
remove pigment caked at the bottom of the con-
tainer, a test with a stirrer should be made to en-
sure that the pigment is completely held in suspen-
sion. For hand stirring, a flat-bladed, nonferrous
stirrer should be used.
Dial at 10
Fxcuaa &l. Spray patterns at various dial settings.
123
Release trigger before
completing stroke.
The degree of thinning depends on the type of
spray equipment, air pressure, atmospheric condi-
tions and the type of paint being used. No hard and
fast rule for thinning ratios can be applied. Because
of the importance of accurate thinning, some manu-
facturers recommend the use of viscosity control.
This is usually accomplished by using a viscosity
(flow) cup. When the right proportion of thinner is
mixed into the material, a cupful of material will
flow out completely in a designated number of sec-
onds. The finishing manufacturer can specify the
number of seconds required for a given material.
Material thinned using this method will be of the
correct viscosity for best application.
In many cases manufacturers recommend that all
materials should be strained before use. A 60- to
go-mesh strainer is suitable for this purpose. Strain-
ers are available in metal gauze, paper, or nylon
mesh.
COMMON PAINT TROUBLES
Poor Adhesion
Paint properly applied to correctly pretreated
surfaces should adhere satisfactorily, and when it is
thoroughly ,dry, it should not be possible to remove
it easily, even by firm scratching with the finger-
nail. Poor adhesion may result from one of the
following:
(1) Inadequate cleaning and pretreatment.
(2) Inadequate stirring of paint or primer.
FIGURE 62. Spray gun stroke.
(3) Coating at incorrect time intervals.
(4) Application under adverse conditions.
(5) Bad application.
Spray Dust
Spray dust is caused by the atomized particles
becoming dry before reaching the surface being
painted and thus failing to flow into a continuous
film. The usual causes are incorrect air pressure or
the distance the gun is held from the work.
Sags and Runs
Sags and runs result from too much paint being
applied causing the film of wet paint to move by
gravity and presenting a sagging appearance. Incor-
rect viscosity, air pressure, and gun handling are
frequent causes. However, inadequate surface prep
aration may also be responsible.
Spray Mottle
Sometimes known as orange peel or pebble,
spray mottle is usually caused by incorrect paint
viscosity, air pressure, spray gun setting, or the
distance the gun is held from the work.
Blushing
Blushing is one of the most common troubles
experienced and appears as a clouding or
124
blooming of the paint film. It is more common
with the cellulose than synthetic materials. It may
be caused by moisture in the air supply line, ad-
verse humidity, drafts, or sudden changes in tem-
perature.
PAINTING TRIM AND IDENTIFICATION NUM-
BERS
When an aircraft is being painted, the predomi-
nate color usually is applied first over the entire
surface. The trim colors are applied over the base
color after it dries. When the top of the fuselage is
to be painted white with a dark color adjoining it,
the light color is applied and feathered into the
area to be painted with the dark color. When the
light color has dried, masking tape and paper are
placed along the line of separation and the dark
color is then sprayed on.
Allow the paint to dry for several hours before
removing the masking tape. Remove the tape by
pulling slowly parallel to the surface. This will
reduce the possibility of peeling off the finish with
the tape.
All aircraft are required to display nationality
and registration marks. These marks may be
painted on or affixed using self-adhering plastic fig-
ures. The marks must be formed of solid lines using
a color that contrasts with the background. No or-
namentation may be used with the markings, and
they must be affixed with a material or paint that
produces a degree of permanence. Aircraft sched-
uled for immediate delivery to a foreign purchaser
may display marks that can be easily removed. Air-
craft manufactured in the United States for delivery
outside the U. S. may display identification marks
required by the State of registry of the aircraft.
The aircraft may be operated only for test and
demonstration flights for a limited period of time or
for delivery to the purchaser.
Aircraft registered in the United States must dis-
play the Roman capital letter N followed by the
registration number of the aircraft. The location
and size of the identification marks vary according
to the type of aircraft. The location and size are
prescribed in the Federal Aviation Regulations.
DECALCOMANIAS (DECALS)
Markings are placed on aircraft surfaces to pro-
vide servicing instructions, fuel and oil specifica-
After the decal has dried, coat it with clear var-
nish to protect it from deterioration and peeling.
Metal Decals with Cellophane Backing
Apply metal decals with cellophane backing adhe-
sive as follows:
125
(1) Immerse the decal in clean, warm water
for 1 to 3 min.
(2) Remove it from the water and dry care-
fully with a clean cloth.
(3) Remove the cellophane backing but do not
touch adhesive.
(4) Position one edge of the decal on the pre-
pared receiving surface. On large foil
decals, place the center on the receiving
tions, tank capacities, and to identify lifting and
leveling points, walkways, battery locations, or any
areas that should be identified. These markings can
be applied by stenciling or by using decalcomanias.
Decalcomanias are used instead of painted in-
structions because they are usually cheaper and eas-
ier to apply. Decals used on aircraft are usually of
three types: (1) Paper, (2) metal, or (3) vinyl
film. These decals are suitable for exterior and inte-
rior surface application.
To assure proper adhesion of decals, clean all
surfaces thoroughly with aliphatic naphtha to re-
move grease, oil, wax, or foreign matter. Porous
surfaces should be sealed and rough surfaces
sanded, followed by cleaning to remove any residue.
The instructions for applying decals are usually
printed on the reverse side of each decal and should
be followed. A general application procedure for
each type of decal is presented in the following
paragraphs to provide familiarization with the tech-
niques involved.
Paper Decals
Immerse paper decals in clean water for 1 to 3
min. Allowing decals to soak longer than 3 min. will
cause the backing to separate from the decal while
immersed. If decals are allowed to soak less than 1
min., the backing will not separate from the decal.
Place one edge of the decal on the prepared
receiving surface and press lightly, and then slide
the paper backing from beneath the decal. Perform
minor alignment with the fingers. Remove water by
gently blotting the decal and adjacent area with a
soft, absorbent cloth. Remove air or water bubbles
trapped under the decal by wiping carefully toward
the nearest edge of the decal with a cloth. Allow the
,decal to dry.
surface and work outward from the center
to the edges.
(5) Remove all air pockets by rolling firmly
with a rubber roller, and press all edges
tightly against the receiving surface to as-
sure good adhesion.
Metal Decals with Paper Racking
Metal decals with a paper backing are applied
similarly to those having a cellophane backing.
However, it is not necessary to immerse the decal in
water to remove the backing. It may be peeled from
the decal without moistening. After removing the
backing, apply a very light coat of cyclohexanone,
or equivalent, to the adhesive. The decal should be
positioned and smoothed out following the proce-
dures given for cellophane-backed decals.
Metal Decals with No Adhesive
Apply decals with no adhesive in the following
manner :
(1) Apply one coat of cement, Military Speci-
fication MLA-5092, to the decal and
prepared receiving surface.
(2) Allow cement to dry until both surfaces
are tacky.
(3) Apply the decal and smooth it down to
remove air pockets.
(4) Remove excess adhesive with a cloth
dampened with aliphatic naphtha.
Vinyl Film Decals
To apply vinyl film decals, separate tbe paper
backing from the plastic film Remove any paper
backing adhering to the adhesive by rubbing the
area gently with a clean cloth saturated with water;
remove small pieces of remaining paper with mask-
ing tape.
Place the vinyl film, adhesive side up, on a clean
porous surface, such as wood or blotter paper.
Apply cyclohexanone, or equivalent, in firm, even
strokes to the adhesive side of decal.
Position the decal in the proper location, while
adhesive is still tacky, with only one edge contact-
ing the prepared surface.
Work a roller across the decal with overlapping
strokes until all air bubbles are removed.
Removal of Decals
Paper decals can be removed by rubbing the
decal with a cloth dampened with lacquer thinner.
If the decals are applied over painted or doped
surfaces, use lacquer thinner sparingly to prevent
removing the paint or dope.
Remove the metal decals by moistening the edge
of the foil with aliphatic naphtha and peeling the
decal from the adhering surface.
Vinyl film decals are removed by placing a cloth
saturated with cyclohexanone or MEK on the decal
and scraping with a Micarta scraper. Remove the
remaining adhesive by wiping with a cloth damp
ened with dry-cleaning solvent.
126
Methods of repairing structural portions of an
aircraft are numerous and varied, and no set of
specific repair patterns has been found which will
apply in all cases. Since design loads acting in
various structural parts of an aircraft are not al-
ways available, the problem of repairing a damaged
section must usually be solved by duplicating the
original part in strength, kind of material, and di-
mensions. Some general rules concerning the selec-
tion of material and the forming of parts which
may be applied universally by the airframe me-
chanic will be considered in this chapter.
The repairs discussed are typical of those used in
aircraft maintenance and are included to introduce
some of the operations involved. For exact informa-
tion about specific repairs, consult the manufac-
turers maintenance or service manuals.
BASIC PRINCIPLES OF SHEET METAL REPAIR
The first and one of the most important steps in
repairing structural damage is sizing up the job
and making an accurate estimate of what is to be
done. This sizing up includes an estimate of the best
type and shape of patch to use; the type, size, and
number of rivets needed; and the strength, thick-
ness, and kind of material required to make the
repaired member no heavier (or only slightly heav-
ier) and just as strong as the original. Also inspect
the surrounding members for evidence of corrosion
and load damage so that the required extent of the
cleanout of the old damage can be estimated
accurately. After completing the cleanout, first make
the layout of the patch on paper, then transfer it to
the sheet stock selected. Then, cut and chamfer the
patch, form it so that it matches the contour of that
particular area, and apply it.
Maintairving Original Strength
In making any repair, certain fundamental rules
must be observed if the original strength of the
structure is to be maintained. The patch plate
should have a cross-sectional area equal to, or
greater than, that of the original damaged section.
If the member is subjected to compression or to
CHAPTER 5
AIRCRAFT STRUCTURAL REPAIRS
bending loads, place the splice on the outside of the
member to secure a higher resistance to such loads.
If the splice cannot be placed on the outside of the
member, use material that is stronger than the ma-
terial used in the original member.
To reduce the possibility of cracks starting from
the corners of cutouts, try to make cutouts either
circular or oval in shape. Where it is necessary to
use a rectangular cutout, make the radius of curva-
ture at each corner no smaller than l/2 in. Either
replace buckled or bent members or reinforce them
by attaching a splice over the affected area.
Be sure the material used in all replacements or
reinforcements is similar to the material used in the
original structure. If it is necessary to substitute an
alloy weaker than the original, use material of a
heavier gage to give equivalent cross-sectional
strength. But never practice the reverse; that is,
never substitute a lighter gage stronger material for
the original. This apparent inconsistency is because
one material can have greater tensile strength than
another, but less compressive strength, or vice
versa. As an example, the mechanical properties of
alloys 2024-T and 2024-T80 are compared in the
following paragraph.
If alloy 2024-T were substituted for alloy
2024cT80, the substitute material would have to be
thicker unless the reduction in compressive strength
was known to be acceptable. On the other hand, if
2024-T80 material were substitued for 2024-T
stock, the substitute material would have to be
thicker unless the reduction in tensile strength was
known to be acceptable. Similarly, the buckling and
tofsional strength of many sheet-metal and tubular
parts are dependent primarily upon the thickness
rather than the allowable compressive and shear
strengths.
When forming is necessary, be particularly care-
ful, for heat-treated and cold-worked alloys will
stand very little bending without cracking. Soft al-
loys, on the other hand, are easily formed but are
not strong enough for primary structures. Strong
127
alloys can be formed in their annealed condition
and heat treated to develop their strength before
assembling.
In some cases, if the annealed metal is not availa-
ble, heat the metal, quench it according to regular
heat-treating practices, and form it before age-hard-
ening sets in. The forming should be completed in
about half an hour after quenching, or the material
will become too hard to work.
The size of rivets for any repair can be deter-
mined by referring to the rivets used by the manu-
facturer in the next parallel rivet row inboard on
the wing, or forward on the fuselage. Another
method of determining the size of rivets to be used
is to multiply the thickness of the skin by three and
use the next larger size rivet corresponding to that
figure. For example, if the skin thickness is 0.040-
in., multiply 0.040 by 3, which equals 0.120; use the
next larger size rivet, l/8 in. (0.125 in.).
All repairs made on structural parts of aircraft
require a definite number of rivets on each side of
the break to restore the original strength. This num-
ber varies according to the thickness of the material
being repaired and the size of the damage. The
number of rivets or bolts required can be deter-
mined by referring to a similar splice made by the
manufacturer, or by using the following rivet for-
mula :
Number of rivets required L x T x 75,000
=
on each side of the break SorB
The number of rivets to be used on each side of
the break is equal to the length of the break (L)
times the thickness of the material (T) times
75,000, divided by the shear strength or bearing
strength (S or B) of the material being repaired,
whichever is the smaller of the two.
The length of the break is measured perpendicu-
lar to the direction of the general stress running
through the damaged area.
The thickness of the material is the actual thick-
ness of the piece of material being repaired and is
measured in thousandths of an inch.
The 75,000 used in the formula is an assumed
stress load value of 60,000 p.s.i. increased by a
safety factor of 25%. It is a constant value.
Shear strength is taken from the charts shown in
figure 5-l. It is the amount of force required to cut
a rivet holding together two or more sheets of mate-
rial. If the rivet is holding two parts, it is under
single shear; if it is holding three sheets or parts, it
is under double shear. To determine the shear
strength, the diameter of the rivet to be used must
he known. This is determined by multiplying the
thickness of the material by three. For example,
material thickness 0.040 multiplied by 3 equals
0.120; the rivet selected would be l/8 in. (0.125
in.) in ,diameter.
Bearing strength is a value taken from the chart
shown in figure 5-2 and is the amount of tension
required to pull a rivet through the edge of two
sheets riveted together, or to elongate the hole. The
diameter of the rivet to be used and the thickness of
material being riveted must be known to use the
bearing strength chart. The diameter of the rivet
would be the same as that used when determining
the shear strength value. Thickness of material
would be that of the material being repaired.
Example:
Using the formula, determine the number of
2117-T rivets needed to repair a break 2-l/4 in.
long in material 0.04&n. thick:
Number rivets L x T x 75,000
per side
=
SorB
*Single-Shear Strength of Aluminum-Alloy Rivets (Pounds)
Composifmn Ultimate Strength of Diameter of Rivet (Inches)
of Rivet Rivet Metal
(Alloy) (Pounds Per Square Inch) 1 /16 3/32 l/8 S/32 3/16 l/4 S/16 318
- 21171 27,000 83 186 331 518 745 1,325 2,071 2,981
2017 T 30,000 92 206 368 573 828 1,472 2,300 3,313
2024 T 35,000 107 241 429 670 966 1,718 2,684 3,865
Double-shear strength is found by multiplying the above values by 2.
FIGURE S-l. Single shear strength chart.
128
-.* -
~ic~tnerrof Diameter of Rivet (Inches)
?&eel
&c&s) ,1/16
3132
l/8
5132 3/16
l/4
5/16
318
0.014 71 107 143 179 215 287 358 430
.016 82 123 164 204 246 328 410 492
.018 92 138 184 230 276 369 461 553
.020 102 153 205 256 307 410 412 615
.025 128 192 256 320 284 512 640 768
.032 164 245 328 .~409 492 656 820 984
.036 184 276 369. 461 553 738 922 1,107
.040 205 307 410 512 615 820 1,025 1,230
.045 230 345 461 576 691 922 1,153 1,383
.051 261 391 522 653 784 1,045 1,306 1,568
.064 492 656 820 984 1,312 1,640 1,968
.072 553 738 922 1,107 1,476 1,845 2,214
.081 622 830 1,037 1,245 1,660 2,075 2,490
.091 699 932 1,167 1,398 1,864 2,330 2,796
.102 784 1,046 1,307 1,569 2,092 2,615 3,138
.125 961 1,281 1,602 1,922 2,563 3,203 3,844
.156 1,198 1,598 1,997 2,397 3,196 3,995 4,794
.188 1,445 1,927 2,409 2,891 3,854 4,818 5,781
.250 1,921 2,562 3,202 3,843 5,125 6,405 7,686
.313 2,405 3,208 4,009 4,811 6,417 7,568 9,623
.375 2,882 3,843 4,803 5,765 7,688 9,068 11,529
.500 3,842 5,124 6,404 7,686 10,250 12,090 15,372
Given : Maintaining Original Contour
L= 2-l/4 (2.25) in.
T = 0.040 in.
Size of rivet: 0.040 x 3 = 0.120, so rivet
must be l/8 in. or 0.125.
S = 331 (from the shear strength chart).
B = 410 (from the bearing strength chart).
(Use S to find number of rivets per side as it is
smaller than B.)
Form all repairs in such a manner that they will
fit the original contour perfectly. A smooth contour
is especially desirable when making patches on the
smooth external skin of high-speed aircraft.
Keeping Weight to a Minimum
Substituting in the formula :
2.25 x 0.040 x 75,000 6,750
331 =331
= 20.39 (of 21)
rivets/side.
Since any fraction must be considered as a whole
number, the actual number of rivets required would
be 21 for each side, or 42 rivets for the entire
repair.
Keep the weight of all repairs to a minimum.
Make the size of the patches as small as practicable
and use no more rivets than are necessary. In many
cases, repairs disturb the original balance of the
structure. The addition of excessive weight in each
repair may unbalance the aircraft so much that it
will require adjustment of the trim-and-balance
tabs. In areas such as the spinner on the propeller,
a repair will require application of balancing
patches so that a perfect balance of the propeller
assembly can be maintained.
GENERAL STRUCTURAL REPAIR
Aircraft structural members are designed to per-
FIGURE 5-2. Bearing strength chart (pounds).
129
form a specific function or to serve a definite pur-
pose. The prime objective of aircraft repair is to
restore damaged parts to their original condition.
Very often, replacement is the only way in which
this can be done effectively. When repair of a dam-
aged part is possible, first study the part carefully
so that its purpose or function is fully understood.
Strength may be the principal requirement in the
repair of certain structures, while others may need
entirely different qualities. For example, fuel tanks
and floats must be protected against leakage; but
cowlings, fairings, and similar parta must have such
properties as neat appearance, streamlined shape,
and accessibility. The function of any damaged part
must be carefully determined so that the repair will
meet the requirements.
tNSPECTtON OF DAMAGE
When visually inspecting damage, remember that
there may be other kinds of damage than that
caused by impact from foreign objects or collision.
A rough landing may overload one of the landing
gear, causing it to become sprung; this would be
classified as load damage. During inspection and
sizing up of the repair job, consider how far the
damage caused by the sprung shock strut extends to
supporting structural members.
A shock occurring at one end of a member will
be transmitted throughout its length; therefore, in-
spect closely all rivets, bolts, and attaching struc-
tures along the complete member for any evidence
of damage. Make a close examination for rivets that
have partially failed and for holes which have been
elongated.
Another kind of damage to watch for is that
caused by weathering or corrosion. This is known
as corrosion damage. Corrosion damage of alumi-
num material is usually detected by the white crys-
talline deposits that form around loose rivets,
scratches, or any portion of the structure that may
be a natural spot for moisture to settle.
Definition of Defects
Types of damage and defects which may be ob-
served on parts of this assembly are defined as
follows :
Brinelling-0 ccurrence of shallow, spherical de-
pressions in a surface, usually produced by a
part having a small radius in contact with the
surface under high load.
Burnishing-Polishing of one surface by sliding
contact with a smooth, harder surface, Usually
no displacement nor removal of metal.
Burr--A small, thin section of metal extending be-
yond a regular surface, usually located at a cor-
ner or on the edge of a bore or hole.
Corrosion-L oss of metal from the surface by
chemical or electrochemical action. The corro-
sion products generally are easily removed by
mechanical means. Iron rust is an example of
corrosion.
Crack-A physical separation of two adjacent por-
tions of metal, evidenced by a fine or thin line
across the surface, caused by excessive stress at
that point. It may extend inward from the sur-
face from a few thousandths inch to completely
through the section thickness.
Cut-Loss of metal, usually to an appreciable depth
over a relatively long and narrow area, by me-
chanical means, as would occur with the use of
a saw blade, chisel or sharp-edged stone striking
a glancing blow.
Dent-Indentation in a metal surface produced by
an object striking with force. The surface sur-
rounding the indentation will usually be slightly
upset.
Erosion-Loss of metal from the surface by me-
chanical action of foreign objects, such as grit or
fine sand. The eroded area will be rough and
may be lined in the direction in which the for-
eign material moved relative to the surface.
Chattering-Breakdown or deterioration of metal
surface by vibratory or chattering action.
Usually no loss of metal or cracking of surface
but generally showing similar appearance.
Galling-Breakdown (or build-up) of metal sur-
faces due to excessive friction between two parts
having relative motion. Particles of the softer
metal are torn loose and welded to the harder.
Gouge- Grooves in, or breakdown of, a metal sur-
face from contact with foreign material under
heavy pressure. Usually indicates metal loss but
may be largely displacement of material.
130
Inclusion-Presence of foreign or extraneous ma-
terial wholly within a portion of metal. Such
material ,is introduced during the manufacture
of rod, bar or tubing by rolling or forging.
Nick-Local break or notch on edge. Usually dis-
placement of metal rather than loss.
Pitting-Sharp, localized breakdown (small, deep
cavity) of metal surface, usually with defined
edges.
Scratch-Slight tear or break in metal surface from
light, momentary contact by foreign material.
Score-Deeper (than scratch) tear or break in
metal surface from contact under pressure. May
show discoloration from temperature produced
by friction.
Stain-A change in color, locally causing a notice-
ably different appearance from the surrounding
area.
Upsetting-A displacement of material beyond the
normal contour or surface (a local bulge or
bump). Usually indicates no metal loss.
CLASSIFICATION OF DAMAGE
Damages may be grouped into four general
classes. In many cases, the availability or lack of
repair materials and time are the most important
factors in determining whether a part should be
repaired or replaced.
Negligible Damage
Damage which does not affect the structural in-
tegrity of the member involved, or damage which
can be corrected by a simple procedure without
placing flight restrictions on the aircraft, is classi-
fied as negligible damage. Small dents, scratches,
cracks, or holes that can be repaired by smoothing,
sanding, stop drilling, or hammering out, or other-
wise repaired without the use of additional materi-
als, fall in this classification.
Damage Repairable by Patching
Damage repairable by patching is any damage
exceeding negligible damage limits which can be
repaired by bridging the damaged area of a compo-
nent with a material splice. The splice or patch
material used in internal riveted and bolted repairs
is normally the same type of material as the dam-
aged part, but one gage heavier. In a patch repair,
filler plates of the same gage and type of material as
that in the damaged component may be used for
bearing purposes or to return the damaged part to
its original contour.
Damage Repairable by Insertion
Damage which can be repaired by cutting away
the damaged section and replacing it with a like
section, then securing the insertion with splices at
each end is classified as damage repairable by inser-
tion.
Damage Necessitating Replacement of Parts
Replacement of an entire part is considered when
one or more of the following conditions exist:
(1) When a complicated part has been exten-
sively damaged.
(2) When surrounding structure or inaccessi-
bility makes repair impracticnl.
(3) When damaged part is relatively easy to
replace.
(4) When forged or cast fittings are damaged
beyond the negligible limits.
STRESSES IN STRUCTURAL MEMBERS
Forces acting on an aircraft, whether it is on the
ground or in flight, cause pulling, pushing, or twist-
ing within the various members of the aircraft
structure. While the aircraft is on the ground, the
weight of the wings, fuselage, engines, and empen-
nage causes forces to act downward on the wing
and stabilizer tips, along the spars and stringers,
and on the bulkheads and formers. The-se forces are
passed on from member to member causing bend-
ing, twisting, pulling, compression, and shearing.
As the aircraft takes off, most of the forces in the
fuselage continue to act in the same direction; but
because of the motion of the aircraft, they increase
131
in intensity. The forces on the wingtips and the
wing surfaces, however, reverse direction and in-
stead of being downward forces of weight, they
become upward forces of lift. The forces of lift are
exerted first against the skin and stringers, then are
passed on to the ribs, and finally are transmitted
through the spars to he distributed through the
fuselage.
The wings bend upward at their ends and may
flutter slightly during flight. This wing bending
cannot be ignored by the manufacturer in the origi-
nal ,design and construction, and cannot be ignored
during maintenance. It is surprising how an air-
craft- structure composed of structural members and
skin rigidly riveted or bolted together, such as a
wing, can bend or act so much like a leaf spring.
The five types of stresses (figure 5-3) in an
aircraft are described as tension, compression,
shear, bending, and torsion (or twisting). The first
three are commonly called basic stresses, the last
two, combination stresses. Stresses usually act in
combinations rather than singly.
Tension
Tension (or tensile stress) is the force per unit
area tending to stretch a structural member. The
strength of a member in tension is determined on
the. basis of its gross area (or total area), but
calculations involving tension must take into consid-
eration the net area of the member. Net area is
defined as the gross area minus that removed by
drilling holes or by making other changes in the
section. Placing rivets or bolts in holes makes no
appreciable difference in added strength, as the riv-
ets or bolts will not transfer tensional loads across
holes in which they are inserted.
Compression
Compression (or compressive stress) is the force
per unit area which tends to shorten (or compress)
a structural member at any cross section. Under a
compressive load, an undrilled member will be
stronger than an identical member with holes
drilled through it. However, if a plug of equivalent
or stronger material is fitted tightly in a drilled
member, it will transfer compressive loads across
the hole, and the member will carry approximately
as large a load as if the hole were not there. Thus,
for compressive loads, the gross or total area may
be used in determining the stress in a member if all
holes are tightly plugged with equivalent or
stronger material.
A.
Tension
B*
C.
--&g$i&
Torsion
D.
Shear
E.
Tension
Compression
Bending
FIGURE 5-3. Five stresses acting on an aircraft.
Shear
Shear is the force per unit area which causes
adjacent particles of material to slide past each
other. The term shear is used because it is a
sideways stress of the type that is put on a piece of
paper or a sheet of metal when it is cut with a pair
of shears. Shear stress concerns the aviation me-
chanic chiefly from the standpoint of rivet and bolt
applications, particularly when attaching sheet
stock, because if a rivet used in a shear application
gives way, the riveted or bolted parts are pushed
sideways.
Bending
Bending (or beam stress) is actually a combina-
tion of two forces acting upon a structural member
132
at one or more points. In figure 5-3 note that the
bending stress causes a tensile stress to act on the
upper half of the beam and a compressive stress on
the lower half. These stresses act oppositely on the
two sides of the center line of the member, which is
called the neutral axis. Since these forces acting in
opposite directions are next to each other at the
neutral axis, the greatest shear stress occurs along
this line, and none exists at the extreme upper or
lower surfaces of the beam.
Torsion
Torsion (or twisting stress) is the force which
tends to twist a structural member. The stresses
arising from this action are shear stresses caused by
the rotation of adjacent planes past each other
around a common reference axis at right angles to
these planes. This action may be illustrated by a
rod fixed solidly at one end and twisted by a weight
placed on a lever arm at the other, producing the
equivalent of two equal and opposite forces acting
on the rod at some distance from each other. A
shearing action is set up all along the rod, with the
center line of the rod representing the neutral axis.
SPECIAL TOOLS AND DEVICES FOR SHEET METAL
The airframe mechanic does a lot of work with
special tools and devices that have been developed
to make his work faster, simpler, and better. These
special tools and devices include dollies and stakes
and various types of blocks and sandbags used as
support in the bumping process.
Doilies and Stakes
Sheet metal is often formed or finished (plan-
ished) over variously shaped anvils called dollies
and stakes. These are used for forming small, odd-
shaped parts, or for putting on finishing touches for
which a large machine may not be suited. Dollies
are meant to be held in the hand, whereas stakes
are designed to be supported by a flat cast iron
bench plate fastened to the workbench (figure 54).
Most stakes have machined, polished surfaces
which have been hardened. Do not use stakes to
back up material when chiseling, or when using any
similar cutting tool because this will deface the
surface of the stake and make it useless for finish
work.
V-Blocks
V-blocks made of hardwood are widely used in
airframe metalwork for shrinking and stretching
netal, particularly angles and flanges. The size of
STAKE WITH HORN
BLOWHORN STAKE
HATCHEl STAKE
~0770~ STAKE
NEEDLECASE STAKE SOLID MANDREL STAKE
HOLLOW MANDREL STAKE DOUBLE-SEAMING STAKE
FIGL~. 5-4. Bench plate and stakes.
the block depends on the work being done and on
personal preference. Although any type of hard-
wood is suitable, maple and ash are recommended
for best results when working with aluminum al-
loys.
Hardwood Form Blocks
Hardwood form blocks can be constructed to du-
plicate practically any aircraft structural or non-
structural part, The wooden block or form is shaped
to the exact dimensions and contour of the part to
be formed.
133
Shrinking Blocks
A shrinking block consists of two metal blocks
and some device for clamping them together. One
block forms the base, and the other is cut away to
provide space where the crimped material can be
hammered. The legs of the upper jaw clamp the
material to the base block on each aide of the crimp
so that the material will not creep away but will
remain stationary while the crimp is hammered flat
(being shrunk). This type of crimping block is
designed to be held in a bench vise.
Shrinking blocks can be made to fit any specific
need. The basic form and principle remain the
same, even though the blocks may vary considera-
bly in size and shape.
Sandbags
A sandbag is generally used as a support during
the bumping process. A serviceable bag can be
made by sewing heavy canvas or soft leather to
form a bag of the desired size, and filling it with
sand which has been sifted through a fine mesh
screen.
Before filling canvas bags with sand, use a brush
to coat the inside of it with softened paraffin or
beeswax, which forms a sealing layer and prevents
the sand from working through the pores of the
canvas.
Holding Devicea
Vises and clamps are tools used for holding mate-
rials of various kinds on which some type of opera-
tion is being performed. The type of operation
being performed and the type of metal being used
determine the holding device to be used.
The most commonly used vises are shown in
figure 5-5 ; the machinists vise has Bat jaws and
usually a swivel base, whereas the utility bench vise
has scored, removable jaws and an anvil-faced back
jaw. This vise will hold heavier material than the
machinists vise and will also grip pipe or rod
firmly. The back jaw can be used for an anvil if the
work being done is light.
The carriage clamp, or C-clamp, as it is com-
monly called, is shaped like a large C and has three
main parts: (1) The threaded screw, (2) -the jaw,
and (3) the swivel head. The swivel plate, which is
at the bottom of the screw, prevents the end from
turning directly against the material being clamped.
Although C-clamps vary in size from 2 in. upward,
their function is always that of clamping or hold-
h3
Machinists
FIGURE S-6. Cleco fastener.
The shape of the C-clamp allows it to span ob-
structions near the edge of a piece of work. The
greatest limitation in the use of the carriage clamp
134
is its tendency to spring out of shape. It should
never be tightened more than hand-tight.
The most commonly used sheet-metal holder is
the Cleco fastener (figure 5-6). It is used to keep
drilled parts made from sheet stock pressed tightly
together. Unless parts are held tightly together they
will separate while being riveted.
This type of fastener is available in six different
sizes: 3/32-, l/8-, S/32-, 3/N-, l/4-, and 3/8-in.
r
Cross head
The size is stamped on the fastener. Special pliers
are used to insert the fastener in a drilled hole. One
pair of pliers will fit the six different sizes.
Sheet-metal screws are sometimes used as tempo-
rary holders. The metal sheets must be held tightly
together before installing these screws, since the
self-tapping action of the threads tends to force the
sheets apart. Washers placed under the heads of the
screws keep them from marring or scratching the
metal.
Cutting
blade
Extension arms
L- Foot treadle
/-
Front gage
Housing
FIGURE 5-7. Squaring shears.
135
METALWORKING MACHINES
Without metalworking machines a job would be
more difficult and tiresome, and the time required
to finish a task would be much longer. Some of the
machines used are discussed here; these include the
powered and nonpowered metal-cutting machines,
such as the various types of saws, powered and
nonpowered shears, and nibblers. Also included is
the forming equipment (both power driven and
nonpowered), such as brakes and forming rolls, the
bar folder, and shrinking and stretching machines.
Metal Cutting Manually Operated Tools-Lever
Type
Squaring shears provide a convenient means of
cutting and squaring metal. These shears consist of
a stationary lower blade attached to a bed and a
movable upper blade attached to a crosshead
(figure 5-7). To make the cut, the upper blade is
moved down by placing the foot on the treadle and
pushing downward.
The shears are equipped with a spring which
raises the blade and treadle when the foot is re-
moved. A scale, graduated in fractions of an inch,
is scribed on the bed. Two squaring fences, consist-
ing of thick strips of metal and used for squaring
metal sheets, are placed on the bed, one on the right
side and one on the left. Each is placed so that it
forms a 90 angle with the blades.
Three distinctly different operations can be per-
formed on the squaring shears: (1) Cutting to a
line, (2) squaring, and (3) multiple cutting to a
specific size. When cutting to a line, the sheet is
placed on the bed of the shears in front of the
cutting blade with the cutting line directly even
with the cutting edge of the bed. The sheet is cut by
stepping on the treadle while the sheet is held se-
curely in place by the holddown clamp.
Squaring requires several steps. First, one end of
the sheet is squared with an edge (the squaring
fence is usually used on the edge). Then the re-
maining edges are squared by holding one squared
end of the sheet against the squaring fence and
making the cut, one edge at a time, until all edges
have been squared.
When several pieces must be cut to the same
dimensions, use the gage which is on most squaring
shears. The supporting rods are graduated in frac-
tions of an inch, and the gage bar may be set at
any point on the rods. Set the gage at the desired
distance from the cutting blade of the shears and
push each piece to be cut against the gage bar. All
the pieces can then be cut to the same dimensions
without measuring and marking each one sepa-
rately.
Scroll shears (figure 5-8) are used for cutting
irregular lines on the inside of a sheet without
cutting through to the edge. The upper cutting
blade is stationary while the lower blade is mova-
ble. The machine is operated by a handle connected
to the lower blade.
FIGURE S-8. Scroll shears.
Throatless shears (figure 5-9) are best used to
cut lo-gage mild carbon sheet metal and 12-gage
stainless steel. The shear gets its name from its
construction; it actually has no throat. There are
no obstructions during cutting since the frame is
throatless. A sheet of any length can be cut, and the
metal can be turned in any direction to allow for
cutting irregular shapes. The cutting blade (top
blade) is operated by a hand lever.
The rotary punch (figure 5-10) is used in the
airframe repair shop to punch holes in metal parts.
This machine can be used for cutting radii in cor-
ners, for making washers, and for many other jobs
where holes are required. The machine is composed
of two cylindrical turrets, one mounted over the
other and supported by the frame. Both turrets are
synchronized so that they rotate together, and index
pins assure correct alignment at all times. The index
pins may be released from their locking position by
FIGURE 5-9. Throatless shears.
rotating a lever on the right side of the machine.
This action withdraws the index pins from the ta-
pered holes and allows an operator to turn the
turrets to any size punch desired.
When rotating the turret to change punches, re-
lease the index lever when the desired die is within
1 in. of the ram, and continue to rotate the turret
slowly until the top of the punch holder slides into
th e grooved end of the ram. The tapered index
locking pins will then seat themselves in the holes
provided and, at the same time, release the mechani-
cal locking device, which prevents punching until
the turrets are aligned.
To operate the machine, place the metal to he
worked between the die and punch. Pull the lever
on the top side of the machine toward ycu. This
FIGURE 5-10. Rotary punch.
will actuate the pinion shaft, gear segment, toggle
link, and the ram, forcing the punch through the
metal. When the lever is returned to its original
position, the metal is removed from the punch.
The diameter of the punch is stamped on the
front of each die holder. Each punch has a point in
its center which is placed in the centerpunch mark
to punch the hole in the correct location.
Metal-Cutting Power-Operated Tools
The electrically operated portable circular-cutting
Ketts saw (figure 5-11) uses blades of various di-
ameters. The head of this saw can be turned to any
desired angle, and is very handy for removing dam-
aged sections on a stringer. Advantages of a Ketts
saw are:
(1) The ability to cut metal up to 3/16 in.
thick.
(2) No starting hole is required.
(3) A cut can be started anywhere on a sheet
of metal.
(4) The capability of cutting an inside or out-
side radius.
To prevent grabbing, keep a firm grip on the saw
handle at all times. Before installing a blade, it
should be checked carefully for cracks. A cracked
blade can fly apart and perhaps result in serious
injury.
137
FIGURE 5-11. Ketts saw.
The portable, air powered reciprocating saw
(figure 5-12) has a gun-type shape for balancing
and ease of handling and operates most effectively
at an air pressure of from 85 to 100 p.s.i. The
reciprocating saw uses a standard hacksaw blade
and can cut a 360 circle or a square or rectangu-
lar hole. This saw is easy to handle and safe to use.
FIGURE 5-12. Reciprocating saw.
A reciprocating saw should be used in such a
way that at least two teeth of the saw blade are
cutting at all times. Avoid applying too much down-
ward pressure on the saw handle because the blade
may break.
Nibblers
Stationary and portable nibblers are used to cut
metal by a high-speed blanking action. The cutting
or blanking action is caused by the lower die mov-
ing up and down and meeting the upper stationary
die. The shape of the lower die permits small pieces
of metal approximately l/X-in. wide to be cut out.
The cutting speed of the nibbler is controlled by
the thickness of the metal being cut. Sheets of metal
with a maximum thickness of l/16 in. can be cut
satisfactorily. Too much force applied to the metal
during the cutting operation will clog the dies, caus-
ing the die to fail or the motor to overheat.
The spring-loaded screw on the base of the lower
die should be adjusted to allow the metal to move
freely between the dies. This adjustment must be
su5cient to hold the material firmly enough to pre-
vent irregular cuts. The dies may be shimmed for
special cutting operations.
Portable Power Drills
One of the most common operations in airframe
metalwork is that of drilling holes for rivets and
bolts. This operation is not di5cult, especially on
light metal. Once the fundamentals of drills and
their uses are learned, a small portable power drill
is usually the most practical machine to use. How-
ever, there will be times when a drill press may
prove to be the better machine for the job.
Some portable power drills will be encountered
which are operated by electricity and others which
are operated by compressed air. Some of the electri-
cally operated drills work on either alternating or
direct current, whereas others will operate on only
one kind of current.
Portable power drills are available in various
shapes and sizes to satisfy almost any requirement
(figure S-13). Pneumatic drills are recommended
for use on projects around flammable materials
where sparks from an electric drill might become a
fire hazard.
When access to a place where a hole is to be
drilled is difficult or impossible with a straight drill,
various types of drill extensions and adapters are
used. A straight extension can be made from an
ordinary piece of drill rod. The twist drill is at-
tached to the drill rod by shrink fit, brazing, or
silver soldering. Angle adapters can be attached to
either an electric or pneumatic drill when the loca-
tion of the hole is inaccessible to a straight drill.
Angle adapters have an extended shank fastened to
the chuck of the drill. In use, the drill is held in one
hand and the adapter in the other to prevent the
adapter from spinning around the drill chuck.
A flexible extension can be used for drilling in
places which are inaccessible to ordinary drills. Its
flexibility permits drilling around obstructions with
a minimum of effort.
138
Right-angle electric
Straight air
Right-angle air
360 air
FIGURE 5-13. Portable power drills.
When using the portable power drill, hold it
firmly with both hands. Before drilling, be Sure to
place a backup block of wood under the hole to be
drilled to add support to the metal.
The twist drill should be inserted in the chuck
and tested for trueness or vibration. This may be
visibly checked by running the motor freely. A drill
that wobbles or is slightly bent should not be used
since such a condition will cause enlarged holes.
The drill should always be held at right angles to
the work regardless of the position or curvatures.
Tilting the drill at any time when drilling into or
withdrawing from the material may cause elonga-
tion (egg shape) of the hole.
Always wear safety goggles while drilling.
When drilling through sheet metal, small burrs
are formed around the edge of the hole. Burrs must
be removed to allow rivets or bolts to fit snugly and
to prevent scratching. Burrs may be removed with a
bearing scraper, a countersink, or a twist drill
larger than the hole. If a drill or countersink is
used, it should be rotated by hand.
Drill Press
The drill press is a precision machine used for
drilling holes that require a high degree of
accuracy. It serves as an accurate means of locating
and maintaining the direction of a hole that is to be
drilled and provides the operator with a feed lever
that makes the task of feeding the drill into the
work an easy one.
A variety of drill presses are available; the most
common type is the upright drill press (figure
S-14).
When using a drill press, the height of the drill
press table is adjusted to accommodate the height of
the part to be drilled. When the height of the part
is greater than the distance between the drill and
the table, the table is lowered. When the height of
the part is less than the distance between the drill
and the table, the table is raised.
After the .table is properly adjusted, the part is
placed on the table and the drill is brought down to
aid in positioning the metal so that the hole to be
drilled is directly beneath the point of the drill. The
part is then clamped to the drill press table to
prevent it from slipping during the ,drilling opera-
tion. Parts not properly clamped may bind on the
drill and start spinning, causing the loss of fingers
or hands or serious cuts on the operators arms or
body. Always make sure the part to be drilled is
properly clamped to the drill press table before
starting the drilling operation.
The degree of accuracy that it is possible to
attain when using the drill press will depend to a
certain extent on the condition of the spindle hole,
sleeves, and drill shank. Therefore, special care
must be exercised to keep these parts clean and free
from nicks, dents, or warpage. Always be sure that
the sleeve is securely pressed into the spindle hole.
Never insert a broken drill in a sleeve or spindle
hole. Be careful never to use the sleeve-clamping
139
-
-
FIGURE 5-14. Drill press.
vise to remove a drill since this may cause the
sleeve to warp.
Grinders
The term grinder applies to all forms of grinding
machines. To he specific, it is a machine having an
abrasive wheel which removes excess material while
producing a suitable surface. There are many kinds
of grinding machines, but only those which are
helpful to the airframe mechanic will be discussed
here.
Grinding Wheels
A grinding wheel is a cutting tool with a large
number of cutting edges arranged so that when they
become dull they break off and new cutting edges
take their place.
Silicon carbide and aluminum oxide are the kinds
of abrasives used in most grinding wheels. Silicon
carbide is the cutting agent for grinding hard, brrt-
tle material, such as cast iron. It is also used in
grinding aluminum, brass, bronze, and copper. Alu-
minum oxide is the cutting agent for grinding steel
and other metals of high tensile strength.
The size of the abrasive particles used in grind-
ing wheels is indicated by a number which corre-
sponds to the number of meshes per linear inch in
the screen through which the particles will pass. As
an example, a number 30 abrasive will pass through
a screen having 30 holes per linear inch, but will be
retained by a smaller screen having more than 30
holes per linear inch.
The bond is the material which holds the abra-
sive particles together in forming the wheel. The
kind and amount of bond used determines the hard-
ness or softness of the wheel. The commonly used
bonds are vitrified, silicate, resinoid, rubber, and
shellac. Vitrified and silicate are the bonds used
most frequently, vitrified bond being used in ap
proximately three-fourths of all grinding wheels
made. This bonding material forms a very uniform
wheel and is not affected by oils, acids, water, heat,
or cold. The silicate bond, however, is best suited
for grinding edged tools.
Resinoid bonded wheels are better for heavy-duty
grinding. Rubber bonded wheels are used where a
high polish is required. Shellac bonded wheels are
used for grinding materials where a buffed or bur-
nished surface is needed.
A pedestal or floor type grinder usually has a
grinding wheel on each end of a shaft which runs
through an electric motor or a pulley operated by a
belt. This grinder is used for sharpening tools and
other general grinding jobs.
The wet grinder, although similar to the pedestal
grinder, differs from it in that the wet grinder has a
pump to supply a flow of water on a single grinding
wheel. The water reduces the heat produced by
material being ground against the wheel. It also
washes away any bits of metal or abrasive removed
during the grinding operation. The water returns to
a tank and can be reused.
A common type bench grinder found in most
metalworking shops is shown in figure 5-15. This
grinder can be used to dress mushroomed heads on
chisels, and points on chisels, screwdrivers, and
drills. It can be used for removing excess metal
from work and smoothing metal surfaces.
140
Tool rest.
FIGURE 5-15. Bench grinder.
This type grinder is generally equipped with one
medium-grain and one fine-grain abrasive wheel.
The medium-grain wheel is usually used for rough
grinding where a considerable quantity of material
is to be removed or where a smooth finish is unim-
portant. The fine-grain wheel is usually used for
sharpening tools and grinding to close limits be-
cause it removes metal more slowly, gives the work
a smooth finish, and does not generate enough heat
to anneal the edges of cutting tools. When it is
necessary to make a deep cut on work or to remove
a large amount of metal, it is usually good practice
to grind with the medium-grain wheel first and then
finish up with the fine-grain wheel.
The grinding wheels are removable, and the
grinders are usually designed so that wire brushes,
polishing wheels, or buffing wheels can be substi-
tuted for the abrasive wheels.
As a rule, it is not good practice to grind work
on the side of an abrasive wheel. When an abrasive
wheel becomes worn, its cutting efficiency is re-
duced because of a decrease in surface speed. When
a wheel becomes worn in this manner, it should be
discarded and a new one installed.
Before using a bench grinder, make sure the ab-
rasive wheels are firmly held on the spindles by the
flange nuts. If an abrasive wheel should come off or
become loose, it could seriously injure the operator
in addition to ruining the grinder.
Another hazard is loose tool rests. A loose tool
rest could cause the tool or piece of work to be
grabbed by the abrasive wheel and cause the
operators hand to come in contact with the wheel.
If this should happen, severe wounds may result.
Always wear goggles when using a grinder,
even if eyeshields are attached to the grinder. Gog
gles should fit firmly against your face and nose.
This is the only way to protect your eyes from the
fine pieces of steel. Goggles that do not fit properly
should be exchanged for ones that do fit.
Be sure to check the abrasive wheel for cracks
before using the grinder. A cracked abrasive wheel
is likely to fly apart when turning at high speeds.
Never use a grinder unless it is equipped with
wheel guards.
FORMING MACHINES
Forming machines can be either hand operated
or power driven. Small machines are usually hand
operated, whereas the larger ones are power driven.
Straight line machines include such equipment as
the bar folder, cornice brake, and box and pan
brake. Rotary machines include the slip roll former
and combination machine. Power-driven machines
are those that require a motor of some description
for power. These include such equipment as the
power-driven slip roll former, and power flanging
machine.
Bar Folder
The bar folder (figure 5-16) is designed for use
in making bends or folds along edges of sheets.
This machine is best suited for folding small hems,
flanges, seams, and edges to be wired. Most bar
folders have a capacity for metal up to 22 gage in
thickness and 42 inches in length.
Before using the bar folder, several adjustments
must be made for thickness of material, width of
fold, sharpness of fold, and angle of fold.
Gage
screw
FIGURE 5-16. Bar folder.
screw
141
FRONT VIEW FRONT VIEW
tension bolt tension bolt leaf handle leaf handle
REAR VIEW
(1)
(Y)
(S)
(D)
0-1
(F)
(PI
screw
adj screw
/Y/b
YCllWlltj -
leaf handle
GJ
e
(C) Legs
RIGHT HAND END VIEW
~XJRE S-17. Cornice Brake.
142
The adjustment for thickness of material is made
by adjusting the screws at each end of the folder.
As this adjustment is made, place a piece of metal
of the desired thickness in the folder and raise the
operating handle until the small roller rests on the
cam. Hold the folding blade in this position and
adjust the setscrews so that the metal is clamped
securely and evenly the full length of the folding
blade. After the folder has been adjusted, test each
end of the machine separately with a small piece of
metal by actually folding it.
There are two positive stops on the folder, one
for 45 folds or bends and the other for 90 folds
or bends. An additional feature (a collar) is pro-
vided and can be adjusted to any degree of bend
within the capacity of the machine.
For forming angles of 45 or 90, the correct
stop is moved into place. This will allow the handle
to be moved forward to the correct angle. For form-
ing other angles, the adjustable collar shown in the
inset view of figure 5-16 is used. This is accom-
plished by loosening the setscrew and setting the
stop at the desired angle. After setting the stop,
tighten the setscrew and complete the bend.
To make the fold, adjust the machine correctly
and then insert the metal. The metal goes between
the folding blade and the jaw. Hold the metal firmly
against the gage and pull the operating handle to-
ward the body. As the handle is brought forward,
the jaw automatically raises and holds the metal
until the desired fold is made. When the handle is
returned to its original position, the jaw and blade
will return to their original positions and release
the metal.
Cornice Brake
The cornice brake (fig. 5-17) has a much greater
range of usefulness than the bar folder. Any bend
formed on a bar folder can be made on the cornice
brake. The bar folder can form a bend or edge only
as wide as the depth of the jaws. In comparison, the
cornice brake allows the sheet that is to be folded
or formed to pass through the jaws from front to
rear without obstruction.
In making ordinary bends with the cornice
brake, the sheet is placed on the bed with the sight
line (mark indicating line of bend) directly under
the edge of the clamping bar. The clamping bar is
then brought down to hold the sheet firmly in place.
The stop at the right side of the brake is set for the
proper angle or amount of bend, and the bending
leaf is raised until it strikes the stop. If other bends
are to be made, the clamping bar is lifted and the
sheet is moved to the correct position for bending.
The bending capacity of a cornice brake is deter-
mined by the manufacturer. Standard capacities of
this machine are from 12- to 22.gage sheet metal,
and bending lengths are from 3 to 12 ft. The bend-
ing capacity of the brake is determined by the
bending edge thickness of the various bending leaf
bars.
Most metals have a tendency to return to their
normal shape-a characteristic known as spring-
back. If the cornice brake is set for a 90 bend, the
metal bent will probably form an angle of about
87 to 88. Therefore, if a bend of 90 is desired,
set the cornice brake to bend an angle of about 93
to allow for springback.
Slip Roll Former
The slip roll former (figure 5-18) is manually
operated and consists of three rolls, two housings, a
base, and a handle. The handle turns the two front
rolls through a system of gears enclosed in the
housing.
FIGURE 5-18. Slip roll former.
The front rolls serve as feeding or gripping rolls.
The rear roll gives the proper curvature to the
work. The front rolls are adjusted by two front
adjusting screws on each end of the machine. The
rear roll is adjusted by two screws at the rear of
each housing. The front and rear rolls are grooved
to permit forming of objects with wired edges. The
upper roll is equipped with a release which permits
easy removal of the metal after it has been formed.
When using the slip roll former, the lower front
roll must be raised or lowered so that the sheet of
metal can be inserted. If the object has a folded
edge, there must be enough clearance between the
rolls to prevent flattening the fold. If a metal re-
quiring special care (such as aluminum) is being
143
.
formed, the rolls must be clean and free of im-
perfections. _
The rear roll must be adjusted to give the proper
curvature to the part being formed. There are no
gages that indicate settings for a specific diameter;
therefore, trial-and-error settings must be used to
obtain the desired curvature.
The metal should be inserted between the rolls
from the front of the machine. Start the metal be-
tween the rolls by rotating the operating handle in
a clockwise direction.
A starting edge is formed by holding the opera-
ting handle firmly with the right hand and raising
the metal with the left hand. The bend of the start-
ing edge is determined by the diameter of the part
being formed. If the edge of the part is to be flat or
nearly flat, a starting edge should not be formed.
Be sure that fingers or loose clothing are clear of
the rolls before the actual forming operation is
started. Rotate the operating handle until the metal
is partly through the rolls and change the left hand
from the front edge of the sheet to the upper edge
of the sheet. Then roll the remainder of the sheet
through the machine.
If the desired curvature is not obtained, return
the metal to its starting position by rotating the
handle counterclockwise. Raise or lower the rear
roll and roll the metal through the rolls again. Re-
peat this procedure until the desired curvature is
obtained, then release the upper roll and remove the
metal.
If the part to be formed has a tapered shape, the
rear roll should be set so that the rolls are closer
together on one end than on the opposite end. The
amount of this adjustment will have to be deter-
mined by experiment.
If the job being formed has a wired edge, the
distance between the upper and lower ,rolls and the
distance between the lower front roll and the rear
roll should be slightly greater at the wired end than
at the opposite end.
Forming Processes
Before a part is attached to the aircraft during
either manufacture or repair, it has to be shaped to
fit into place. This shaping process is called form-
ing. Forming may be a very simple process, such as
making one or two holes for attaching, or it may be
exceedingly complex, requiring shapes with complex
curvatures.
Parts are formed at the factory on large presses
or by drop hammers equipped with dies of the
correct shape. Every part is planned by factory
engineers, who set up specifications for the materi-
als to be used so that the finished part will have the
correct temper when it leaves the machines. A lay
out for each part is prepared by factory draftsmen.
Forming processes used on the flight line and
those practiced in the maintenance or repair shop
are almost directly opposite in the method of proce-
dure. They have much in common, however, and
many of the facts and techniques learned in the one
process can be applied to the other.
Forming is of major concern to the airframe
mechanic and requires the best of his knowledge
and skill.. This is especially true since forming
usually involves the use of extremely light-gage al-
loys of a delicate nature which can be readily made
useless by coarse and careless workmanship. A
formed part may seem outwardly perfect, yet a
wrong step in the forming procedure may leave the
part in a strained condition. Such a defect may
hasten fatigue or may cause sudden structural fail-
ure.
Of all the aircraft metals, pure aluminum is the
most easily formed. In aluminum alloys, ease of
forming varies with the temper condition. Since
modern aircraft are constructed chiefly of aluminum
and aluminum alloys, this section will deal with the
procedures for forming aluminum or aluminum
alloy parts.
Most parts can be formed without annealing the
metal, but if extensive forming operations, such as
deep draws (large folds) or complex curves are
planned, the metal should be in the dead soft or
annealed condition. During the forming of some
complex parts, operations may have to be stopped
and the metal annealed before the process can be
continued or completed. Alloy 2024 in the 0 con-
dition can be formed into almost any shape by the
common forming operations, but it must be heat-
treated afterward.
When forming, use hammers and mallets as spar-
ingly as practicable, and make straight bends on
bar folders or cornice brakes. Use rotary machines
whenever possible. If a part fits poorly or not at all,
do not straighten a bend or a curve and try to
re-form it, discard the piece of metal and start with
a new one.
When making layouts, be careful not to scratch
aluminum or aluminum alloys. A pencil, if kept
sharp, will be satisfactory for marking purposes.
Scribers make scratches which induce fatigue fail-
ure; but they may be used if the marking lines fall
144
outside the finished part, that & if the scribed line
will be part of the waste material. xq bench topa
covered with material hard enough to prevent chips
and other foreign material from becoming imbed-
ded in them. Be sure also to keep bench tops clean
and free from chips, filings, and the like. For the
protection of the metals being worked, keep vise
jaws covered with soft metal jaw caps.
Stainless steel can be formed by any of the usual
methods but requires considerably more skill than
is required for forming aluminum or aluminum al-
loys. Since stainless steel work-hardens very readily,
it requires frequent annealing during the forming
operations. Always try to press out stainless steel
parts in one operation. Use dies, if possible.
FORMING OPERATIONS AND TERMS
The methods used in forming operations include
such sheetmetal work processes as shrinking,
stretching, bumping, crimping, and folding.
Bumping
Shaping or forming malleable metal by hammer-
ing or pounding is called bumping. During this
process, the metal is supported by a dolly, a sand-
bag, or a die. Each contains a depression into
which hammered portions of the metal can sink.
Bumping can be done by hand or by machine.
Crimping
Folding, pleating, or corrugating a piece of sheet
metal in a way that shortens it is called crimping.
Crimping is often used to make one end of a piece
of stovepipe slightly smaller so that one section may
be slipped into another. Turning ,down a flange on
B earn is also called crimping. Crimping one aide of
a straight piece of angle iron with crimping pliers
will cause it to curve, as shown in figure 5-19.
Stretching
Hammering a flat piece of metal in an area such
as that indicated in figure 5-19 will cause the mate-
rial in that area to become thinner. However, since
the amount of metal will not have been decreased, it
will cover a greater area because the metal will have
been stretched.
Stretching one portion of a piece of metal affects
the surrounding material, especially in the case of
formed and extruded angles. For example, hammer-
ing the metal in the horizontal flange of the angle
strip over a metal block, as shown in figure 5-19,
would cause its length to be increased (stretched) ;
therefore, that section would become longer than
the section near the bend. To allow for this differ-
ence in length, the vertical flange, which tends to
keep the material near the bend from stretching,
would be forced to curve away from the greater
length.
Shrinkin@
During the shrinking process, material is forced
or c0mpresse.d into a smaller area. The shrinking
process is used when the length of a piece of metal,
especially on the inside of a bend, is to be reduced.
Sheet metal can be shrunk in two ways: (1) By
hammering on a V-block (figure 5-20), or (2) by
crimping and then shrinking on a shrinking block.
To curve the formed angle by the V-block
method, place the angle on the V-block and gently
A.
B.
Fxcu~e 5-19. Crimping and stretching.
145
FIGURE S-20. Shrinking on .s V-block.
hammer downward against the upper edge directly
over the V (figure 5-20). While hammering,
move the angle hack and forth across the V-blcck to
compress the material along the upper edge. Com-
pression of the material along the upper edge of the
vertical flange will cause the formed angle to take
on a curved shape. The material in the horizontal
flange will merely bend down at the center, and the
length of that flange will remain the same.
To make a sharp curve or a sharply bent flanged
angle, crimping and a shrinking block can be used.
In this process, crimps are placed in the one flange,
and then by hammering the metal on a shrinking
block, the crimps will be driven out (shrunk out)
one at a time.
Folding
Making bends in sheets, plates, or leaves is called
folding. Folds are usually thought of as sharp, an-
gular bends; they are generally made on folding
machines.
MAKING STRAIGHT LINE BENDS
When forming straight bends, the thickness of
the material, its alloy composition, and its temper
condition must be considered. Generally speaking,
the thinner the material, the sharper it can be bent
(the smaller the radius of bend), and the softer the
material, the sharper the bend. Other factors that
must be considered when making straight line
bends are bend allowance, setback, and brake or
sight line.
The radius of bend of a sheet of material is the
radius of the bend as measured on the inside of the
curved material. The minimum radius of bend of
a sheet of material is the sharpest curve, or bend,
to which the sheet can be bent without critically
weakening the metal at the bend. If the radius of
bend is too small, stresses and strains will weaken
the metal and may result in cracking.
A minimum radius of bend is specified for each
type of aircraft sheet metal. The kind of material,
thickness, and temper condition of the sheet are
factors affecting it. Annealed sheet can be bent to
a radius approximately equal to its thickness. Stain-
less steel and 2024-T aluminum alloy require a
fairly large bend radius (see fig. 5-28).
Bend Allowance
When making a bend or fold in a sheet of metal,
the bend allowance must be calculated. Bend al-
lowance is the length of material required for the
bend. This amount of metal must be added to the
overall length of the layout pattern to assure ade-
quate metal for the bend.
Bend allowance depends on four factors: (1) The
degree of bend, (2) The radius of the bend, (3)
The thickness of the metal, and (4) The type of
metal used. The radius of the bend is generally
proportional to the thickness of the material. Fur-
thermore, the sharper the radius of bend, the less
the material that will be needed for the bend. The
type of material is also important. If the material
is soft it can be bent very sharply; but if it is hard,
the radius of bend will be greater, and the bend
allowance will be greater. The degree of bend
will affect the overall length of the metal, whereas
the thickness influences the radius of bend.
Bending a strip compresses the material on the
inside of the curve and stretches the material on
the outside of the curve. However, at some dis-
tance between these two extremes lies a space which
is not affected by either force. This is known as
the neutral line or neutral axis and occurs at a
distance approximately 0.445 times the metal thick-
ness (0.445XT) from the inside of the radius of
the bend (figure 5-21).
When bending metal to exact dimensions, the
length of the neutral line must be determined so
that sufficient material can be allowed for the bend.
To save time in calculation of the bend allowance,
formulas and charts for various angles, radii of
bends, material thicknesses, and other factors have
been established. The bend allowance formula for
a 90 bend is discussed in the following paragraphs.
146
f
.445T DISTANCE FROM INNER
RADIUS OF BEND
STRETCHING
Fxcurus s-21. Neutral
Method #1 Formula #l
To the radius of bend (R) add one-half the
thickness of the metal, (1/2 T) . This gives R+$$
T, or the radius of the circle of approximately the
neutral axis.
FIGURE 5-22. Bend allowance, 90 bend.
Compute the circumference of this circle by
multiplying the radius of curvature of the neutral
line (R + l/Z T in figure 5-22) by 27 :
2ir(R+1/, T).
Note : x=3.1416.
,- Bend allowance
Since a 90 bend is a quarter of the circle, divide
the circumference by 4. This gives:
2rr(R+1/, T)
4 *
Therefore, bend allowance for a 90 bend is
27r(R+1/, T)
4
To use the formula in finding the bend allowance
for a 90 bend having a radius of 1/G in. for ma-
terial 0.051-in. thick, substitute in the formula as
follows :
Bend allowance
= 2X3.1416 (0.250 +1/2X0.051)
4
=
6.2832 (0,250 + 0.02555)
4
= 6.2832 (0.2755)
4
= 0.4323.
Thus, if necessary, bend allowance or the length of
material required for the bend is 0.4323, or 7/16
.
in.
The formula is slightly in error because actually
the neutral line is not exactly in the center of the
sheet being bent. (See figure 5-22.) However,
the amount of error incurred in any given problem
147
is so slight that, for most work, since the material
used is thin, the formula is satisfactory.
Method #2 Formula #2
This formula uses two constant values which
have evolved over a period of years as being the
relationship of the degrees in the bend to the thick-
ness of the metal when determining the bend allow-
ance for a particular application.
By experimentation with actual bends in metals,
aircraft engineers have found that accurate bend-
ing results could be obtained by using the following
formula for any degree of bend from lo to 180.
Bend allowance
= (0.01743XR+O.O078XT) XN
where :
R=The desired bend radius,
T = Thickness of the material, and
N = Number of degrees of bend.
BA = Bend allowance
BA= 0.01743 X20
I+,
X
R
A-i/
la!6
z
= B
Bend allowance (Z) = (0.01743R + O.OOMT)
x (No. of degrees of
bend)
T = thickness of metal
R = radius of bend
Z = bend allowance
X=A-(R+T)
Y=B-(R+T)
Total developed length = X + Y + Z
FIGURE 5-23. Computing bend allowance.
Method #3 Use of 90 Bend Chart
Either formula may be used in the absence of a
bend allowance chart. To determine bend allow-
ance for any degree of bend by use of the chart
(figure S-24)) find the allowance per degree for
the number of degrees in the bend.
Radius of bend is given as a decimal fraction on
the top line of the chart. Bend allowance is given
directly below the radius figures. The top number
in each case is the bend allowance for a 900 angle,
whereas the lower placed number is for a I0 angle.
Material thickness is given in the left column of
the chart.
TO find the bend allowance when the sheet thick-
ness is 0.051 in., the radius of bend is lh in.
(0.250-in.), and the bend is to be 900. Reading
across the top of the bend allowance chart, find the
column for a radius of bend of 0.250 in. Now
find the block in this column that is opposite the
gage of 0.051 in the column at left. The upper
number in the block is 0.428, the correct bend
allowance in inches for a 90 bend.
Method #4 use of chart for other than a 90
Bend
If the bend is to be other than 90, use the lower
number in the block (the bend allowance for 1)
and compute the bend allowance. The lower num-
ber in this case is 0.004756. Therefore, if the
bend is to be 120, the total bend allowance in
inches will be 120X0.004754, or 0.5707 in.
SETBACK
When bending a piece of sheet stock, it
is necessary to know the starting and ending points
of the bend so that the length of the flat of the
stock can be determined. Two factors are im-
portant in determining this, the radius of bend and
the thickness of the material.
In figure 5-27, note that setback is the distance
from the bend tangent line to the mold point. The
mold point is the point of intersection of the lines
extending from the outside surfaces, whereas the
bend tangent lines are the starting and end points
of the bend. Also note that setback is the same for
the vertical flat and the horizontal Rat.
Another way to look at setback is this: If the
mandrel in a cornice brake is adjusted to the edge
of the bed, a piece of metal is inserted, and a 90
bend is to be made, when the bending leaf is raised
to 90, the metal will be cut due to the compressing
action of the leaf. The mandrel must be set
back from the edge of the bed one thickness of
the metal for a 90 bend. This permits the metal
to flow thereby forming a correct bend.
Calculating Setback, Formula #l
To calculate the setback for a 90 bend, merely
add the inside radius of the bend to the thickness
of the sheet stock, i.e.
Setback=R + T.
Example :
Calculate the setback for a 90 bend, if the
148
RAMUS OF BEND IN INCHES
GAGE
132.03 &.063 %2.09 /, ,125 q2.156 /1(1 .I88 T32.219 >, ,250 ?32.281 I/,,. .313 &3rrl 3a .3751 /,, .4361 /, .5W
.4061 ,455 I ,505 I .554l ,603 1 .702 I ,004s I5 ,799 1
.005056 1 .005614 1 .W6155~ .006695 1 .W7795 1 .W8877
--.--. .I161 --.--. .1651 .2141
,410 .459
----- .2631 .3131 .3621 I .509l ,558 ,607 .705 I ,803
.0040 I7
I
,364
.w4040
.366
.004067
,272 1 .322 1 ,371 I
I-_-!
WOE37 1 WI396 1 001937 1
___I~ ..-I I
002478 1 .003019 1 .003577 1 .004118 1 .W4659 1 .005200 1 .00ji5i 1 .oodi&l .oo&~ 1 .Wi9;; 1 .W9021
.4 ,077 ,127 ,176 ,224 .273 323 ,372
.000853 .00141 I .001952 .W2493 .003034 .003593 .004134 .OO;:;: .OO;::: .ooj,,, 520 ,006:~~ oo,::, 716 .007955 .o&:
.05 1 ,134 .I83 ,232 ,280 331 ,379 ,428
.001413 .W2034 .002575
,527
.003116 ,576
.003675 .004215 .004756
,005:;: ,624 ,723 821
064 144
.005855 .006397 .006934 .008037 .W9119
.I92 1 ,241 1 .290 1 340 1 .3.99 1 ,437 486
___._. .-- - ,536 .585 634 732 .830
.005399 005957 006498 .007039 .00813.3 009220
__
.001595 .002136 .002676 .003218 .003776 004317 .004858
,072 ,198 ,247 ,296 .436 .394 ,443
.W2202 .002743 .003284 003842 .004283 .OOS:,: .OOdi:: .OOd::: I&;: 738 .004924 .008205 ,009:;;
,078 .202
,251 ,300 350 ,399
447 ,496 546 595 A44 .940-
material is 0.051-in. thick and the radius of bend
is specified to be l/a in. (0.125).
Setback=R +T.
=0.125 +0.051
x0.176 in.
Calculating Setback, Formula #2
To calculate setback for angles larger or smaller
than 90,
5-25), or
consult standard setback charts (figure
K chart, for a value called K, and
then substitute this value in the formula.
Setback= K (R+T).
The value of K varies with the number of de-
grees in the bend.
Example :
Calculate the setback for a 120 bend with a
radius of bend of 0.125 in. in a sheet 0.032-in.
thick.
Setback= K (R+T).
= 1.7320 (0.125 +0.032)
x0.272 in.
FIGURE 5-24. Bend allowance chart.
Brake or Sight line
The brake or sight line is the mark on a flat
sheet which is set even with the nose of the radius
bar of the cornice brake and serves as a guide in
bending. The brake line can be located by meas-
uring out one radius from the bend tangent line
closest to the end which is to be inserted under the
nose of the brake or against the radius form block.
The nose of the brake or radius bar should fall
directly over the brake or sight line as shown in
figure 5-26.
Bend Allowance Terms
Familiarity with the following terms is necessary
for an understanding of bend allowance and its
application to an actual bending job. Figure 5-27
illustrates most of these terms.
Leg. The longer part of a formed angle.
Flange. The shorter part of a formed angle-
the opposite of leg. If each side of the angle is
the same length, then each is known as a leg.
149
A K A K A K
I' a0073 610 .5.9904 121. 1.7675
20 .01745 620 A0086 122. 1.0040
3. .02618 63' .61280 123. 1.0418
4. .03492 64' .62487 124' 1.8807
5. .04366 65' .63707 12S0 1.9210
6' .05241 66O .64941 126e 1.9626
70 .06116 67' .66188 12P 2.0057
0. .06993 66' .67451 1280 2.0503
9O .07870 69' -68720 129' 2.0965
100 .08749 7o" .70021 1300 2.1445
110 .09629 71' .71329 1310 2.1943
12. .I0510 72' .72654 132' 2.2460
13' .11393 730 .73996 I330 2.2998
140 .I2278 741 .75355 134. 2.3558
150 .I3165 750 .76733 135' 2.4142
16' .I4054 76' .78128 136' 2.4751
170 .I4945 770 .79543 1370 2.5386
18O .15838 780 .80978 138. 2.6051
190 .I6734 790 .02434 139O 2.6746
20' .I7633 SO. .83910 140. 2.7475
21. .I8534 810 A5400 141. 2.8239
22. .19438 020 .86929 142' 2.9042
23' .20345 830 .08472 1430 2.9887
24' .21256 04' .90040 1440 3.0777
25' .22169 85' .91633 1450 3.1716
26' .23087 86. .93251 146' 3.2700
27' .24008 87. .00978 I4P 3.3759
2e" .24933 880 .96569 148' 3.4874
29' .25862 89. .98270 1490 3.6059
30. .26795 9o" I .ooooc 1500 3.7320
310 .27732 910 1.0176 1510 3.0667
32' .20674 92' 1.0355 152' 4.0108
330 .29621 930 1.0538 153. 4.1653
340 .30573 94. 1.0724 1540 4.3315
350 .31530 95O 1.0913 155" 4.5107
36' .32492 96' 1.1106 156' 4.7046
370 .33459 9P 1.1303 157O 4.9151
380 .34433 98. 1.1504 158@ 5.1455
399 .35412 99. 1.1700 159. 5.3995
400 .36397 1000 1.1917 160. 5.6713
410 .37386 lOlO 1.2131 161' 5.9751)
42' .38366 1024 1.2349 162' 6.3137
430 .39391 103. 1.2572 163' 6.6911
440 .40403 104. 1.2799 164' 7.1154
45' .41421 105. 1.3032 165' 7.5957
46' .42447 106' 1.3270 166' 8.1443
470 .43481 1070 1.3514 16P 6.7769
40. .44523 1080 1.3764 168' 9.5144
490 .45573 lo90 1.4019 169' 10.385
50. .46631 110. 1.4201 170. 11.430
510 .47697 1110 1.4550 171. 12.706
52' .40773 112. V.4026 172' 14.301
530 .49858 113' 1.5108 1730 16.350
54O .50952 114. I.5399 l7l0 19.001
550 .52057 115. 1.5697 175' 22.904
56' .53171 116' 1.6003 176, 26.636
570 .54295 1170 1.6318 17P 38.100
500 .55431 1180 1.6643 178' 57.290
59. .56577 1190 1.6977 17v 114.590
60' .57735 1200 I.7320 180. hma
FIGURE 5-25A Setback (K) chart.
1
Setback
(R + Tl
t
f
I . Bend
Setback
CR + T)
L Mold point
FICUU S-%B. Whack, 90 bend.
Mold Line (ML). The line formed by extend-
ing the outside surfaces of the leg and flange. (An
imaginary point from which real base measure-
ments are provided on drawings.)
Bend Tangent Line (BL) . The line at which
the metal starts to bend and the line at which the
metal stops curving. All the space between the
band tangent lines is the bend allowance.
Bend Allowance (BA) . The amount of material
consumed in making a bend (figure 5-12).
Radius (R) . The radius of the bend-always
to the inside of the metal being formed unless
otherwise stated. (The minimum allowable radius
for bending a given type and thickness of material
should always be ascertained before proceeding
with any bend allowance calculations.)
Setback (SB) . The setback is the distance from
the bend tangent line to the mold point. In a
go-degree bend SB=R+T (radius of the bend
plus thickness of the metal). The setback dimen-
sion must be determined prior to making the bend
as it (setback) is used in determining the location
of the beginning bend tangent line (figure 5-27).
Bend Line (also called Brake or Sight Line).
The layout line on the metal being formed which
is set even with the nose of the brake and serves
as a guide in bending the work. (Before forming
a bend, it must be decided which end of the ma-
terial can be most conveniently inserted in the
brake. The bend line is then measured and marked
off with a soft-lead pencil from the bend tangent
line closest to the end which is to be placed under
the brake. This measurement should be equal to
the radius of the bend. The metal is then inserted
150
BRAKE
LINE
SETBACK
I+ MANDREL
ED
FIGURE 5-26. Setback - locating bend line in brake.
in the brake so that the nose of the brake will fall
directly over the bend line, as shown in figure
5-26.)
Flat (short for flat portion). The flat portion
or flat of a part is that portion not included in the
bend. It is equal to the base measurement minus
the setback.
Base Measurement. The outside dimensions of
a formed part. Base measurement will be given
on the drawing or blueprint, or may be obtained
from the original part.
Closed Angle. An angle that is less than 90
when measured between legs, or more than 90
when the amount of bend is measured.
Open Angle. An angle that is more than 90
when measured between legs, or less than 90
when the amount of bend is measured.
I-. RAW \4FwREvRXT-;
FIGURE 5-27. Bend allowance terms.
K No. One of 179 numbers on the K chart
corresponding to one of the angles between 0 and
180 to which metal can be bent. Whenever metal
is to be bent to any angle other than 900 (K No.
of l.O), the corresponding K No. is selected from
the chart and is multiplied by the sum of the radius
and the thickness of the metal. The product is the
amount of setback for the bend.
MAKING LAYOUTS
It is wise to make a layout or pattern of the part
before forming it to prevent any waste of material
and to get a greater degree of accuracy in the
finished part. Where straight angle bends are con-
cerned, correct allowances must be made for set-
back and bend allowance. If the shrinking or
stretching processes are to be used, allowances must
Designation
0.020
2024-O l/32
2024-T4 l/l6
5052-O l/32
5052-H34 l/32
6061-O l/32
6061-T4 l/32
6061-T6 l/16
7075-O l/16
7075-W 3/32
7075-T6 l/8
0.025
l/l6
l/l6
l/32
l/l6
l/32
l/32
l/l6
l/16
l/32.
l/8
Gage
0.032 0.040 0.050 0.063 0.071 0.080
l/l6 l/l6 l/l6 3/32 l/8 l/8
3/32 3/32 l/8 5/32 7/32 l/4
l/16 l/l6 l/M l/l6 l/8 l/8
l/l6 l/l6 3/32 3/32 118 l/8
l/32 l/l6 l/l6 l/l6 3/32 3/32
l/32 l/l6 lLl6 3/32 5/32 5f32
l/l6 3/32 3/32 l/8 3116 3/16
l/l6 l/l6 3/32 3/32 5132 3/M
l/8 5/32 3/16 l/4 9/32 5116
l/8 3/16 l/4 5/16 3/8 7/16
FIGURE 5-28. Minimum bend radii for aluminum alloys.
151
be made so that the part can be turned out with a
minimum amount of forming.
The layout procedures can be put into three gen-
eral groups: (1) Flat layout, (2) Duplication of
pattern, and (3) Projection through a set of points.
All three processes require a good working knowl-
edge of arithmetic and geometry. This presenta-
tion will discuss only two processes, flat layout and
duplication of pattern.
Referring to the K chart, figure 5-27, it is
noted that the K value for 90 is equal to 1T
(thickness of metal) . Further observation will
show that for an angle of less than 90 the setback
is less than lT, for an angle of more than 90 the
setback is more than 1T.
The use of IT setback in a bend of less than 90
(open angle) would result in the flange of the bend
being too long. Conversely in an angle of over 90
with less than 1T setback the flange would be too
short.
Break Line
+A&
B-
Pattern
4 K WSetback
Developed Length of Pattern = A+B. To determine
the developed Length of the flat pattern, deduct
the K dimension from the sum of the dimensions
A+B.
FIGURE 5-29. Setback development.
Flat layout
Assume that it is necessary to lay out a flat
pattern of a channel (figure 5-31) in which the
left-hand flat, A, is to be 1 in. high, the right-hand
flat, C, is to be l-l/4 in. high, and the distance
between the outside surface of the two flats, R, is to
be 2 in. The material is 0.051-in. thick, and the
radius of bend is to be 3/16 in. (0.188). The angles
are to be 90. Proceed as follows:
(1) Determine the setback to establish the dis-
tance of the flats.
Sight line
Radius bar
k-t
+
Bend tangent line
- One radius of bend
\
Bend allowance
Sight line
\
Bend tangent line
\ r adius
I
Bend allowance
FIGURE 5-30. Brake or sight line.
(a) The setback for the first bend:
Setback=R+T
= 0.188 + 0.051
= 0.239.
(b) The first flat A is equal to the overall
dimension less setback :
Flat A = 1.000 - 0.239
= 0.761 in.
(2) Calculate the bend allowance for the first
bend by using the bend allowance chart
(figure 5-24) . (BA = 0.3307 or 0.331.)
(3) Now lay off the second flat, B. This is
equal to the overall dimension less the set-
back at each end, or B minus two set-
backs: (See figure 5-31.)
Flat B = 2.00 - (0.239 + 0.239)
= 2.000 - .478
= 1.522 in.
152
(4) The bend allowance for the second bend is
the same as that for the first bend
(0.331). Mark off this distance. (See
figure 5-31.)
(5) The third flat, C, is equal to the overall
dimension less the setback. Lay off this
distance. (See figure 5-31.)
Flat C = 1.250 - 0.239
= 1.011 in.
(6) Adding the measurements of flats A, B,
and C, and both bend allowances, (0.761
+ 0.331 + 1.522 + 0.331 + l.Oll), the
sum is 3.956, or approximately 4.00
inches. Totaling the three flats, A, B, and
C, 1 in., 2 in., and l-1/4 in., respectively,
the sum is 4.250 in. of material length.
This illustrates how setback and bend al-
lowance affect material lengths in forming
straight line bends. In this case, the reduc-
tion is approximately l/4 in.
After all measurements are calculated, cut the
material and mark off the brake or sight lines as
shown in figure 5-31.
Duplication of Pattern
When it is necessary to duplicate an aircraft part
and blueprints are not available, take measurements
directly from the original or from a duplicate part.
In studying the following steps for laying out a part
to be duplicated, refer to the illustrations in figure
5-32.
Draw a reference (datum) line, AB, on the S~III-
ple part and a corresponding line on the template
material (example 1, figure 5-32).
Next, with point A on the sample part as a
center, draw an arc having a radius of approxi-
mately l/2 in. and extending to the flanges (exam-
ple 2, figure 5-32).
Draw similar arcs each with a radius l/2 in.
greater than the previous one until the entire part is
marked. In case there is an extremely sharp curve
in the object, decrease the distance between the arcs
to increase the number of arcs. This procedure wilI
increase the accuracy of the layout. An arc must
/d
.761
b
1
Y
of a channel
FIGURE 531. Flat layout of a channel.
pass through every corner of the part; one arc may
pass through more than one comer (example 3,
figure 5-32).
Locate the coordinate point on the layout by
measuring on the part with dividers. Always meas-
ure the distance from the reference point to the
beginning of the bend line on the flange of the part.
After locating all points, draw a line through
them, using a French curve to ensure a smooth
pattern (example 4, figure 5-32).
Allow for additional material for forming the
flange and locate the inside bend tangent line by
measuring, inside the sight line, a distance equal to
the radius of bend of the part.
Using the intersection of the lines as a center,
locate the required relief holes. Then cut out and
form as necessary.
Relief Holes
Wherever two bends intersect, material must be
removed to make room for the material contained in
the flanges. Holes are therefore drilled at the in-
tersection. These holes, called relief holes, prevent
strains from being set up at the intersection of the
153
1
B
\
w
A
B
FIGURE 5-32. Duplicating a pattern.
inside bend tangent lines which would cause the
metal to crack. Relief holes also provide a neatly
trimmed corner from which excess material may be
trimmed.
The size of relief holes varies with thickness of
the material. They should be not less than l/8 in. in
diameter for aluminum alloy sheet stock up to and
including 0.064-in. thick, or 3/16 in. for stock
ranging from 0.072 in. to 0.128 in. in thickness.
The most common method of determining the diam-
eter of a relief hole is to use the radius of bend for
this dimension, provided it is not less than the
minimum allowance (l/8 in.).
Relief holes must touch the intersection of the
inside bend tangent lines. To allow for possible
error in bending, make the relief holes so they will
extend l/32 to l/16 in. behind the inside bend
tangent lines. It is good practice to use the intersec-
tion of these lines as the center for the holes (figure
5-33). The line on the inside of the curve is cut at
an angle toward the relief holes to allow for the
stretching of the inside flange.
lightening Holes
Lightening holes are cut in rib sections, fuselage
frames, and other structural parts to decrease
weight. To keep from weakening the member by
FIGURE 5-33. Locating relief holes.
removal of the material, flanges are often pressed
around the holes to strengthen the area from which
the material was removed.
Lightening holes should never be cut in any
structural part unless authorized. The size of the
lightening hole and the width of the flange formed
around the hole are determined by design specifica-
tions. Margins of safety are considered in the speci-
fications so that the weight of the part can be
decreased and still retain the necessary strength.
154
Lightening holes may be cut by any one of the
following methods :
(1) Punching out, if the correct size punch die
is available.
(2) Cutting out with a fly cutter mounted on a
drill.
(3) Scribing the circumference of a hole with
dividers and drilling around the entire
circumference with a small drill, allowing
enough clearance to file smooth.
(4) Scribing the circumference of the hole
with dividers, drilling the hole inside the
circumference large enough to insert avia-
tion snips, cutting out excess metal, and
filing smooth.
Form the flange by using a flanging die, or hard-
wood or metal form blocks. Flanging dies consist of
two matching parts, a female and a male die. For
flanging soft metal, dies can be of hardwood, such
as maple. For hard metal or for more permanent
use, they should be made of steel. The pilot guide
should be the same size as the hole to be flanged,
and the shoulder should be the same width and
angle as the desired flange.
When flanging lightening holes, place the mate-
rial between the mating parts of the die and form it
by hammering or squeezing the dies together in a
Chamfered flanging block
Plain flanging block
FIGURE 5-34. Flanging form blocks.
vise or in an arbor press. The dies will work more
smoothly if they are coated with light machine oiL
Note that in the two form blocks shown on the
left side of figure 5-34, the hole in the upper block
is the same size as the hole to be flanged and is
chamfered to the width of the flange and the angle
desired, whereas in the lower block, the hole is the
same diameter as that of the flange. Either type may
be used. When using the upper block, center the
material to be flanged and hammer it with a stretch-
ing mallet, around and around, until the flange
conforms to the chamfer. When using the lower
block, center the lightening hole over the hole in
the block, then stretch the edges, hammering the
material into the hole, around and around, until the
desired flange is obtained. Occasionally, the cham-
fer is formed with a cone-shaped male die used in
conjunction with the form block with which the
part was formed.
HAND FORMING
All forming revolves around the process of
shrinking and stretching, and hand forming proc-
esses are no exception. If a formed or extruded
angle is to be curved, either stretch one leg or
shrink the other, whichever will make the part fit.
In bumping, the material is stretched in the bulge to
make it balloon, and in joggling, the material is
stretched between the joggles. Material in the edge
of lightening holes is often stretched to form a
beveled reinforcing ridge around them.
Straight Line Bends
The cornice brake and bar folder are ordinarily
used to make straight bends. Whenever such ma-
chines are not available, comparatively short sec-
tions can be bent by hand with the aid of wooden
or metal bending blocks by proceeding as explained
in the following paragraphs.
After laying out and cutting a blank to size,
clamp it rigidly along the bending line between two
wooden blocks held in a vise. The wooden forming
block should have one edge rounded for the desired
radius of bend. It should also be curved slightly
beyond the 90 point to allow for springback.
By tapping lightly with a rubber, plastic, or raw-
hide mallet, bend the metal protruding beyond the
bending blocks to the desired angle. Start tapping
at one end and work back and forth along the edge
to make a gradual and even bend.
155
Continue this process until the protruding metal
is forced down to the desired angle against the
forming block. Allow for springback by driving the
material slightly farther than the actual bend. If a
large amount of metal extends beyond the bending
blocks, maintain hand pressure against the protrud.
ing sheet to prevent bouncing.
Remove any irregularities by holding a straight
block of hardwood edgewise against the bend and
striking it with heavy blows of a mallet or hammer.
If the amount of metal protruding beyond the bend.
ing blocks is small, make the entire bend by using
the hardwood block and hammer.
Formed or Extruded Angles
Roth formed and extruded types of angles can be
CUNed (not bent sharply) by stretching or shrink-
ing either of the flanges. Curving by stretching the
one flange is usually preferred since this process
requires only a V-block and a mallet and is easily
accomplished.
In the stretching process, place the flange to be
stretched in the groove of the V-block. Using a
stretching mallet, strike the flange directly over the
V portion with light, even blows while gradually
forcing it downward into the V. Too heavy a blow
will buckle the angle strip. Keep moving the angle
strip across the V-block, but always strike the spot
directly above the V. Form the curve gradually and
evenly by moving the strip slowly back and forth,
distributing the hammer blows at equal spaces on
the flange.
Lay out a full-sized, accurate pattern on a sheet
of paper or plywood and periodically check the
accuracy of the curve. Comparing the angle with
the pattern will determine exactly how the curve is
progressing and just where it needs to be increased
or decreased. It is better to get the curve to con-
form roughly to the desired shape before attempting
to finish any one portion, because the finishing or
smoothing of the angle may cause some other por-
tion of the angle to change shape. If any part of the
angle strip is curved too much, reduce the curve by
reversing the angle strip on the V-block, placing the
bottom flange up, and striking it with light blows of
the mallet.
Try to form the curve with a minimum amount of
hammering, for excessive hammering will work-
harden the metal. Work-hardening can be recog-
nized by a lack of bending response or by springi-
ness in the metal. It can be recognized very readily
by an experienced worker. In some cases, the part
may have to be annealed during the curving opera-
tion. If so, be sure to heat treat the part again
before installing it on the aircraft.
Curving an extruded or formed angle strip by
shrinking may be accomplished by either of two
methods, the V-block method or the shrinking block
method. Of the two, the V-block is, in general, more
satisfactory because it is faster, easier, and affects
the metal less. However, very good results can be
obtained by the shrinking block method.
In the V-block method, place one flange of the
angle strip flat on the V-block with the other flange
extending upward, as shown in figure 5-35. Hold it
firmly so that it does not bounce when hammered,
and strike the edge of the upper flange with light
blows of a round, soft-faced mallet. Begin at one
end of the angle strip and, working back and forth,
strike light blows directly over the V-portion of the
block. Strike the edge of the flange at a slight angle
as this tends to keep the vertical flange from bend-
ing outward.
FKXJRE 5-35. V-blocks.
Occasionally, check the curve for accuracy with
the pattern. If a sharp curve is made, the angle
(cross section of the formed angle) will close
slightly. To avoid such closing of the angle, clamp
the angle strip to a hardwood board with the ham-
mered flange facing upward using small C-clamps.
The jaws of the C-clamps should be covered with
masking tape. If the angle has already closed, bring
the flange back to the correct angle with a few
blows of a mallet or with the aid of a small hard-
156
wood block. If any portion of the angle strip is
curved too much,. reduce it by reversing the angle
on the V-block and hammering with a suitable mal-
let, as explained in the previous paragraph on
stretching. After obtaining the proper curve, smooth
the entire angle by planishing with a soft-faced
mallet.
If the curve in a formed angle is to be quite
sharp or if the flanges of the angle are rather
broad, the shrinking block method is generally
used. In this process, crimp the flange which is to
form the inside of the curve.
When making a crimp, hold the crimping pliers
so that the jaws are about l/8 in. apart. By rotat-
ing the wrist back and forth, bring the upper jaw
of the pliers into contact with the flange, first on
one side and then on the other side of the lower
jaw. Complete the crimp by working a raised por-
tion into the flange, gradually increasing the twist-
ing motion of the pliers. Do not make the crimp too
large because it will be difficult to work out. The
size of the crimp depends upon the thickness and
softness of the material, but usually about l/4 in. is
sufficient. Place several crimps spaced evenly along
the desired curve with enough space left between
each crimp so that jaws of the shrinking block can
easily be attached.
After completing the crimping, place the crimped
flange in the shrinking block so that one crimp at a
time is located between the jaws. Flatten each crimp
with light blows of a soft-faced mallet, starting at
the apex (the closed end) of the crimp and grad-
ually working toward the edge of the flange. Check
the curve of the angle with the pattern periodically
during the forming process and again after all the
crimps have been worked out. If it is necessary to
increase the curve, add more crimps and repeat the
process. Space the additional crimps between the
original ones so that the metal will not become
unduly work-hardened at any one point. If the
curve needs to be increased or decreased slightly at
any point, use the V-block.
After obtaining the desired curve, planish the
ancle strip over a stake or a wooden form.
._
Flanged Angles
The forming process for the following two
flanged angles is slightly more complicated than
that just discussed in that the bend is shorter (not
gradually curved) and necessitates shrinking or
stretching in a small or concentrated area. If the
flange is to point toward the inside of the bend, the
material must be shrunk. If it is to point toward the
outside, it must be stretched.
In forming a flanged angle by shrinking, use
wooden forming blocks similar to those shown in
figure 5-36 and proceed as follows:
(1) Cut the metal to size, allowing for trim-
ming after forming. Determine the bend
allowance for a 90 bend and round the
edge of the forming block accordingly.
(2) Clamp the material in the form blocks as
shown in figure 5-36, and bend the ex-
posed flange against the block. After
bending, tap the blocks slightly. This in-
duces a setting process in the bend.
(3) Using a soft-faced shrinking mallet, start
hammering near the center and work the
flange down gradually toward both ends.
The flange will tend to buckle at the bend
because the material is made to occupy
less space. Work the material into several
small buckles instead of one large one and
work each buckle out gradually by ham-
mering lightly and gradually compressing
the material in each buckle. The use of a
small hardwood wedge block, as shown in
figure 5-36, will aid in working out the
buckles.
(4) Planish the flange after it is flattened
against the form block and remove small
irregularities. If the form blocks are made
of hardwood, use a metal planishing ham-
mer. If the forms are made of metal, use a
soft-faced mallet. Trim the excess material
away and file and polish.
Forming by Stretching
To form a flanged angle by stretching, use the
same forming blocks, wooden wedge block, and mal-
let as in the shrinking process and proceed as fol-
lows :
(1) Cut the material to size (allowing for
trim), determine bend allowance for a 90
bend, and round off the edge of the block
to conform to the desired radius of bend.
157
(2)
(3)
Clamp the material in the form blocks as
shown in figure 5-36.
Using a soft-faced stretching mallet, start
hammering near the ends and work the
flange down smoothly and gradually to
prevent cracking and splitting. Planish the
flange and angle as described in the pre-
vious procedure, and trim and smooth the
edges, if necessary.
Curved Flanged Parts
Curved flanged parts are usually hand formed. Of
the types shown in figure 5-37, the one with relief
holes is probably the simplest to form. It has a
concave flange (the inside flange) and a convex
flange (the outside flange).
The concave flange is formed by stretching, the
convex flange by shrinking. Such parts may be
formed with the aid of hardwood or metal forming
blocks. These blocks are made in pairs similar to
those used for straight angle bends and are identi-
fied in the same manner. They differ in that they
are made specifically for the particular part to be
formed, they fit each other exactly, and they con-
form to the actual dimensions and contour of the
finished article.
The mating parts may be equipped with aligning
pins to aid in lining up the blocks and holding the
metal in place. The blocks may be held together by
C-clamps or a vise. They also may be held together
with bolts by ,drilling through both forms and the
metal, provided the holes do not affect the strength
of the finished part. The edges of the forming block
are rounded to give the correct radius of bend to
the part, and are undercut to allow for springback
of the metal. The undercut is especially necessary if
the material is hard or if the bend must be highly
accurate.
Note the various types of forming represented in
figure 5-37. In the plain nose rib, only one large
convex flange is used; but, because of the great
distance around the part and the likelihood of buc-
kles in forming, it is rather difficult to form. The
flange and the beaded portion of this rib provide
sufficient strength to make this a very good type to
use. In the type with relief holes, the concave flange
gives difficulty in forming; however, the outside
flange is broken up into smaller sections by relief
holes (notches inserted to prevent strains in a
158
Shrinking
Form 1:
Hardwood
wedge block
FIGURE 536. Forming a flanged angle.
Bead,
I
Riveted
angles
Rib using crimps, relief holes,
beads, and riveted angles
Plain nose rib
_ Relief holes
crimps and beads
FIGURE 5-37. Nose ribs.
bend). In the type with crimps and beads, note that
crimps are inserted at equally spaced intervals. The
crimps are placed to absorb material and cause
curving, while also giving strength to the part.
In the other nose rib illustrated, note that a com-
bination of the four common forming methods is
applied. They are crimping, beading, putting in ra
lief holes, and using a formed angle riveted on at
each end. The beads and the formed angles supply
strength to the part.
The major steps in forming a curved flange part
are explained in the following paragraphs.
Cut the material to size (allowing for trim),
locate and drill holes for alignment pins, and re-
move all burrs (jagged edges). Place the material
between the wooden blocks. Clamp blocks tightly in
a vise so that the material will not move or shift.
Clamp the work as closely as possible to the particu-
lar area being hammered to prevent strain on the
form blocks and to keep the metal from slipping
(figure S-38).
Bend the flange on the concave curve first. This
practice may keep the flange from splitting open or
cracking when the metal is stretched. (Should this
occur, a new piece will have to be made) Using a
FIGURE 5-38. Forming a concave curve.
soft mallet or wooden wedge block, start hammering
at a point a short distance away from the beginning
of the concave bend and continue toward the center
of the bend. This procedure permits some of the
excess metal along the tapered portion of the flange
to be worked into the curve where it will be needed.
Continue hammering until the metal is gradually
worked down over the entire flange, flush with the
form block.
.59
Starting at the center of the curve and working
toward both ends, hammer the convex flange down
over the form (figure 5-39). Strike the metal with
glancing blows, at an angle of approximately 30
off perpendicular, and with a motion that will tend
to pull the part away from the block.
FIGURE 5-39. Forming a convex curve.
Stretch the metal around the radius bend and
remove the buckles gradually by hammering on a
wedge block.
While working the metal down over the form,
keep the edges of the flange as nearly perpendicular
to the block as possible. The wedge block helps
keep the edge of the metal perpendicular to the
block, lessens the possibility of buckles and of split-
ting or cracking the metal, and aids in removing
buckles.
Finally, trim the flanges of excess metal, planish,
remove burrs, round the corners (if any), and
check the part for accuracy.
Bumping
Bumping on a form block or female die and
bumping on a sandbag are the two common types
practiced. In either method only one form is re-
quired, a wooden block, lead die, or sandbag. A
good example of a part made by the block cr die
type of bumping is the blister or streamlined
cover plate. Wing fillets constitute a good example
of parts that are usually formed by bumping on a
sandbag.
The lead die or the wooden block designed for
bumping must have the same dimensions and con-
tour as the outside of the blister. To provide suffi-
cient bumping weight, and to give sufficient bearing
surface for fastening the metal, the block or die
should be at least 1 in. larger in all dimensions than
the form requires.
When forming the wooden block, hollow it out
with saws, chisels, gouges, files, and rasps. Smooth
and finish it with sandpaper. Make the inside of the
form as smooth as possible, because any slight ir-
regularity will show up on the finished part. Pre-
pare several templates (patterns of the cross sec-
tion), such as those shown with the form block for
the blister in figure 540, so that the form can be
checked for accuracy.
Shape the contour of the form at points 2, 3, and
4. Shape the areas between the template check
points to conform to the remaining contour and to
template 4. Shaping of the form block requires par-
ticular care because the more nearly accurate it is,
the less time it will take to produce a smooth, fin-
ished part.
Correct clamping of the material to the form
block is an important part of the block-forming
operation. Several methods are possible. For parts
such as the blister, one of the best means of clamp-
ing the material is to use a full metal cutout or steel
holddown plate as shown in figure 540.
In this process, place the holddown plate directly
over the material to be formed and clamp it in
position with bolts or C-clamps. Tighten the C-
clamps or bolts just tight enough to hold the mate-
rial flat against the face of the form block, but not
so tight that the metal cannot be drawn into the
form. If the material is not held flat against the face
of the form, it will bend up or buckle away from
the block. If it is not permitted to slip into the
concave depression a little, the blister portion will
become very thin in places.
Holddown plates should be of heavy steel, l/8 in.
for small forms and l/4 in. or heavier for large
forms.
If the material for making an all-metal holddown
plate is not available, use a hardwood cutout. Make
the cutout and use it in the same manner as the
160
FIGURE 5-40. Form blocks and templates.
steel plate, but take greater precautions to make
sure that the material is held as desired.
Pieced form clamps can be used if an all-metal
holddown plate or hardwood cutout is not available
or if a full cutout cannot be used. Be careful to
clamp them properly and locate them so that they
align with the edge of the form. If they are not
aligned accurately, the material will bulge.
After preparing and checking the form, perform
the bumping process according to the following
general steps :
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Cut a metal blank to size, allowing an
extra I/2 to 1 in. to permit drawing.
Apply a thin coat of light oil to the block
and to the aluminum to prevent galling
(scraping on rough spots).
Clamp the material between the block and
steel plate, as previously described, so that
it will be firmly supported yet able to slip
a little toward the inside of the form.
Clamp the bumping block in a bench vise.
With a soft-faced mallet or with a hard-
wood drive block and suitable mallet, start
the bumping near the edges of the form.
With light blows of the mallet, work the
material down gradually from the edges.
Remember that the object of the bumping
process is to work the material into shape
by stretching it, rather than by forcing it
into the form with heavy blows. Always
start bumping near the edge of the form;
never start near the center of the blister.
Smooth the work as much as possible be-
fore removing it from the form. This can
be done by rubbing the work with the
rounded end of a maple block or with the
round end of a stretching mallet.
Remove the blister from the bumping
block and trim it, leaving a l/2-in. flange.
Finally, drill the rivet holes, chamfer the
edges 45 , and clean and polish the part.
Bumping on a sandbag is one of the most difficult
types of sheet-metal hand forming, because there is
no exact form block to serve as a guide. In this type
of forming operation, a depression is made into a
sandbag to take the shape of the hammered portion
of the metal. The depression or pit has a tendency
to shift from the hammering. This necessitates re-
adjusting from time to time during the bynping
process. The degree of shifting depends largely on
the contour or shape of the piece being formed, and
whether glancing blows must be struck to stretch,
draw, or shrink the metal.
When forming by this method, prepare a contour
template or some. sort of a pattern to serve as a
working guide and to ensure accuracy of the fin-
ished part. Make the pattern from ordinary kraft or
similar paper, folding it over the part to be dupli-
cated. Cut the paper cover at the points where it
would have to be stretched to fit, and attach addi-
tional pieces of paper with masking tape to cover
the exposed portions. After completely covering the
part, trim the pattern to exact size.
Open the pattern and spread it out on the metal
from which the part is to be formed. Although the
pattern will not lie flat, it will give a fairly accurate
idea of the approximate shape of the metal to be
cut, and the pieced-in sections will indicate where
the metal is to be stretched. When the pattern has
been placed on the material, outline the part and
the portions to he stretched using a pencil.
Add at least 1 in. of excess metal when cutting the
material to size. Trim off the excess metal after
bumping the part into shape.
If the part to be formed is radially symmetrical,
it will be fairly easy to shape since a simple contour
template can be used as a working guide, making a
pattern to indicate the portions of unequal stretch-
ing unnecessary. However, the procedure for bump-
ing sheet metal parts on a sandbag follows certain
basic rules which can be applied to any part, re-
gardless of its contour or shape.
(1) Lay out and cut the contour template.
This can be made of sheet metal, medium-
heavy cardboard, or thin plywood.
(2) Determine the amount of metal needed,
lay it out, and cut it to size, allowing at
least l/2 in. excess.
(3) Place a sandbag on a solid foundation
capable of supporting heavy blows and,
with the aid of a smooth-faced mallet,
make a pit in the hag. Analyze the part to
determine the correct radius of the pit for
the forming operation. The pit will change
with the hammering it receives and must
be re-adjusted occasionally.
(4) Select a soft round-faced or bell-shaped
mallet having a contour slightly smaller
than the contour desired on the sheet-
metal part. Holding one edge of the metal
in the left hand, place the portion to be
bumped near the edge of the pit on the
sandbag. Strike the metal with light glanc-
ing blows, about l/2 to 1 in. from the
edge.
(5) Continue bumping toward the center, re-
volving the metal and working gradually
162
(6)
(7)
(8)
inward until the desired shape is obtained.
Shape the entire part as a unit.
At frequent intervals during the bumping
process, check the part for accuracy of
shape by applying the template. If wrin-
kles are formed, work them out before
they become too large.
Finally, with a suitable stake and planish-
ing hammer, or with a hand dolly and
planishing hammer, remove small dents
and hammer marks.
With a scribe, mark around the outside
of the object. Trim the edge and file until
it is smooth. Clean and polish the part.
Joggling
A joggle is an offset formed on an angle strip to
allow clearance for a sheet or an extrusion. Joggles
are often found at the intersection of stringers and
formers. One of these members, usually the former,
has the flange joggled to fit flush over the flange of
the stringer. The amount of offset is usually small;
therefore, the depth of the joggle is generally speci-
fied in thousandths of an inch. The thickness of the
material to be cleared governs the depth of the
joggle. In determining the necessary length of the
joggle, it is common practice to allow an extra l/16
in. to give enough added clearance to assure a fit
between the joggled, overlapped part.
There are a number of different methods by
which joggles can be formed. If the joggle is to he
made on a straight flange or flat piece of metal,
form it on a cornice brake by inserting and bending
up along the line of the joggle. Hold a piece of
metal of the correct thickness to give the desired
offset under the bent-up portion, and pound the
flange down while the metal is still in the same
position in the brake.
Where a joggle is necessary on a curved flange,
forming blocks or dies made of hardwood, steel, or
aluminum alloy may be used. If the die is to be
used only a few times, hardwood is satisfactory as
it is easily worked. If a number of similar joggles
are to be produced, then use steel or aluminum
alloy dies. Dies of aluminum alloy are preferred
since they are easier to fabricate than those of steel
and will wear about as long. These dies are suffi-
ciently soft and resilient to permit forming alumi-
num alloy parts on them without marring, and nicks
and scratches are easily removed from their sur-
faces.
When using joggling dies for the first time, test
them for accuracy on a piece of waste stock. In this
way you will avoid the possibility of ruining al-
ready fabricated parts. Always keep the surfaces of
the blocks free from dirt, filings, and the like, so
that the work will not be marred.
Working Stainless Steel
When working with stainless steel, make sure that
the metal does not become unduly scratched or
marred. Also take special precautions when shear-
ing, punching, or drilling this metal. It takes about
twice as much pressure to shear or punch stainless
steel as it does mild steel. Keep the shear or punch
and die adjusted very closely. Too much clearance
will permit the metal to be drawn over the edge of
the die and cause it to become work-hardened, re-
sulting in excessive strain on the machine.
When drilling stainless steel, use a high-speed
drill ground to an included angle of 140. Some
special drills have an offset point, whereas others
have a chip curler in the flutes. When using an
ordinary twist drill, grind its point to a stubbier
angle than the standard drill point. Keep the drill
speed about one-half that required for drilling mild
steel, but never exceed 750 r.p.m. Keep a uniform
pressure on the drill so the feed is constant at all
times. Drill the material on a backing plate, such as
cast iron, which is hard enough to permit the drill
to cut all the way through the stock without push-
ing the metal away from the drill point. Spot the
drill before turning on the power and also make
sure that when the power is turned on, pressure is
being exerted.
To avoid overheating, dip the drill in water after
drilling each hole. When it is necessary to drill
several deep holes in stainless steel, use a liquid
coolant. A compound made up of 1 lb. of sulfur
added to 1 gal. of lard oil will serve the purpose.
Apply the coolant to the material immediately upon
starting the drill. High-speed portable hand drills
have a tendency to burn the drill points and exces-
sively work-harden the material at the point of
contact; thus high-speed portable hand drills should
not be used because of the temperatures developed.
A drill press adjustable to speeds under 750 r.p.m.
is recommended.
Working Magnesium
Magnesium, in the pure state, does not have suffi-
cient strength to be used for structural purposes;
but, as an alloy, it has a high strength-to-weight
ratio. Its strength is not affected by subzero temper-
atures, and this increases its adaptability to aircraft
use. The nonmagnetic property of magnesium alloys
makes it valuable for instrument cases and parts.
While magnesium alloys can usually be fabri-
cated by methods similar to those used on other
metals, it must be remembered that many of the
details of shop practice cannot be applied. Magne-
sium alloys are difficult to fabricate at room temper-
ature; therefore, operations other than the most
simple ones must be performed at high tempera-
tures. This requires preheating of the metal, or dies,
or both.
Magnesium alloy sheets may be cut by blade
shears, blanking dies, routers, or saws. Hand or
circular saws are usually used for cutting extrusions
to length. Conventional shears and nibblers should
never be used for cutting magnesium alloy sheet
because they produce a rough, cracked edge.
Shearing and blanking of magnesium alloys re-
quire close tool tolerances. A maximum clearance of
from 3 to 5% of the sheet thickness is recom-
mended. The top blade of the shears should be
ground with an included angle of from 45 to 60.
The shear angle on a punch should be from 2 to
3, with a lo clearance angle on the die. For blank-
ing, the shear angle on the die should be from 2 to
3 with a 1 clearance angle on the punch. Hold-
down pressures should be used when possible. Cold
shearing should not be accomplished on hard-rolled
sheet thicker than 0.064 in. or annealed sheet
thicker than l/8 in. Shaving is used to smooth the
rough, flaky edges of magnesium sheet which has
been sheared. This operation consists of removing
approximately l/32 in. by a second shearing.
Hot shearing is sometimes used to obtain an im-
proved sheared edge. This is necessary for heavy
sheet and plate stock. Annealed sheet may be heated
to 600 F., but hard-rolled sheet must be held under
400 F., depending on the alloy used. Thermal ex-
pansion makes it necessary to allow for shrinkage
after cooling, which entails adding a small amount
of material to the cold metal dimensions before
fabrication.
Sawing is the only method used in cutting plate
stock more than l/2 in.-thick. Bandsaw raker-set
blades of 4- to 6-tooth pitch are recommended for
cutting plate stock or heavy extrusions, Small and
medium extrusions are more easily cut on a circular
cutoff saw having six teeth per inch. Sheet stock
can be cut on bandsaws having raker-set or
straight-set teeth with an 8-tooth pitch. Bandsaws
should be equipped with nonsparking blade guides
163
to eliminate the danger of sparks igniting the mag-
nesium alloy filings.
Cold-working most magnesium alloys at room
temperature is very limited because t^hey work-
harden very rapidly and do not lend themselves to
any severe cold-forming. Some simple bending oper-
ations may be performed on sheet material, but the
radius of bend must be at least seven times the
thickness of the sheet for soft material and 12 times
the thickness of the sheet for hard material. A ra-
dius of two or three times the thickness of the sheet
can be used if the material is heated for the form-
ing operation.
Wrought magnesium alloys tend to crack after
they are cold-worked. Therefore, the best results are
obtained if the metal is heated to 450 F. before
any forming operations are attempted. Parts formed
at the lower temperature range are stronger because
the higher temperature range has an annealing
effect on the metal.
There are some disadvantages to hot-working.
First, heating the dies and tbe material is expensive
and troublesome. Second, there are problems in lu-
bricating and handling materials at these tempera-
tures. However, there are some advantages to hot-
working magnesium in that it is more easily formed
when hot than are other metals and springback is
reduced, resulting in greater dimensional accuracy.
When heating magnesium and its alloys, watch
the temperature carefully as ths metal is easily
burned. Overheating also causes small molten pools
to form within the metal. In either case, the metal is
ruined. To prevent burning, magnesium must be
protected with a sulfur dioxide atmosphere while
being heated.
Proper bending around a short radius requires
the removal of sharp corners and burrs near the
bend line. Layouts should be made with a carpen-
ters soft pencil because any marring of the surface
may result in fatigue cracks.
It is permissible to heat small pieces of magne-
sium with a blowtorch, provided proper precautions
are exercised. It must be remembered that magne-
sium will ignite when it is heated to a temperature
near its boiling point in the presence of oxygen.
Press or leaf brakes can be used for making
bends with short radii. Die and rubber methods
should be used where bends are to be made at right
angles, which complicate the use of a brake. Roll
forming may be accomplished cold on equipment
designed for forming aluminum. The most common
method of forming and shallow drawing magnesium
is an operation in which a rubber pad is used as
the female die. This rubber pad is held in an in-
verted steel pan which is lowered by a hydraulic
press ram. The press exerts pressure on the metal
and bends it to the shape of the male ,die.
The machining characteristics of magnesium al.
loys are excellent, making possible the use of maxi-
mum speeds of the machine tools with heavy cuts
and high feed rates. Power requirements for ma-
chining magnesium alloys are about one-sixth of
those for mild steel.
Filings, shavings, and chips from machining op
erations should be kept in covered metal containers
because of the danger of combustion. To repeat a
previous reminder, in case of a magne&m fire, do
not try to extinguish it with water. The oxygen in
the water supports the combustion and increases the
intensity of the fire. Dry powder (sodium bicarbon-
ate) is the recommended extinguishing agent for
magnesium fires.
RIVET LAYOUT
Rivet layout consists of determining (1) the num-
ber of rivets required; (2) the size and style of
rivet to use; (3) its material, temper condition, and
strength; (4) the size of the rivet holes; (5) dis-
tance of the rivet boles and rivets from the edges of
the patch; and (6) the spacing of the rivets
throughout the repair. Since distances are measured
in terms of rivet diameters, application of the meas-
urements is simple once the correct rivet diameter is
determined.
Single-row, two-row, and three-row layouts de-
signed for small repair jobs are discussed in this
section. More complicated layouts for large repairs,
which require the application of rivet formulas, are
discussed later in this chapter.
The type of head, size, and strength required in a
rivet are governed by such factors as the kind of
forces present at the point riveted, the kind and
thickness of the material to be riveted, and location
of the riveted part on the aircraft.
The type of head required for a particular job is
determined by its installation location. Where a
smooth aerodynamic surface is required, counter-
sunk head rivets should be used. Universal head
rivets may be used in most other locations. If extra
strength is required and clearance permits, round-
head rivets may be used; if the necessary clearance
is not available, flathead rivets may be used.
The size (or diameter) of the selected rivet shank
should correspond in general to the thickness of the
164
material being riveted. If too large a rivet is used in
a thin material, the force necessary to drive the
rivet properly will cause an undesirable bulging
around the rivet head. On the other hand, if too
small a rivet diameter is selected for thick material
the shear strength of the rivet will not be great
enough to carry the load of the joint. As a general
rule, the rivet diameter should be not less than three
times the thickness of the thicker sheet. Rivets most
commonly chosen in the assembly and repair of
aircraft range from 3/32-in. to 3/S-in. diameter.
Ordinarily, rivets smaller than 3/32-in. diameter
are never used on any structural parts which carry
stresses.
When rivets are to pass completely through tubu-
lar members, select a rivet diameter equivalent to at
least one-eighth the outside diameter of the tube. If
one tube sleeves or fits over another, take the
outside diameter of the outside tube and use one-
eighth of that distance as the minimum rivet diame-
ter. A good practice is to calculate the minimum
rivet diameter and then use the next larger size
rivet.
When determining the total length of a rivet for
installation, the combined thickness of the materials
to be joined must be known. This measurement is
known as grip length (B of figure 541). The total
length of the rivet (A of figure 5-41) should be
equal to grip length plus the amount of rivet shank
necessary to form a proper shop head. The length
of rivet required to form a shop head is l-1/2 times
the diameter of the rivet shank (C of figure 541).
A-Total rivet length
B - Grip length
C - Amount of rivet length needed for
proper shop head ( 1% x rivet diaJ
D - Installed rivets
FIGURE 5-41. Determining length of rivet.
Using figure 5-41 and the above information, the
formula A = B + C was developed. (A, total rivet
length; B, grip length; C, material needed to form a
shop head.)
Properly installed rivets are shown in D of figure
5-41. Note carefully the method used to measure
total rivet lengths for countersunk rivets and the
other types of heads.
Whenever possible, select rivets of the same alloy
number as the material being riveted. For example,
use 1100 and 3003 rivets on parts fabricated from
1100 and 3003 alloys, and 2117-T and 2017-T
rivets on parts fabricated from 2017 and 2024 al-
loys.
The 2117-T rivet is usually used for general re-
pair work, since it requires no heat treatment, is
fairly soft and strong, and is highly corrosion resis-
tant when used with most types of alloys. The
2024-T rivet is the strongest of the aluminum alloy
rivets and is used in highly stressed parts. However,
it must be soft when driven. Never replace 2024-T
rivets with 2117-T rivets.
The type of rivet head to select for a particular
repair job can be determined by referring to the
type used within the surrounding area by the manu-
facturer. A general rule to follow on a flush-riveted
aircraft is to apply flush rivets on the upper surface
of the wing and stabilizers, on the lower leading
edge back to the spar, and on the fuselage back to
the high point of the wing. Use universal head
rivets in all other surface areas.
In general, try to make the spacing of the rivets
on a repair conform to that used by the manufac-
turer in the area surrounding the damage. Aside
from this fundamental rule, there is no specific set
of rules which governs spacing of rivets in all cases.
However, there are certain minimum requirements
which must be observed.
The edge distance, or distance from the center of
the first rivet to the edge of the sheet, should be not
less than two rivet diameters nor more than four.
The recommended edge distance is about two and
one-half rivet diameters. If rivets are placed too
close to the edge of the sheet, the sheet is likely to
crack or pull away from the rivets; and if they are
spaced too far from the edge, the sheet is apt to
turn up at the edges.
Rivet pitch is the distance between the centers of
adjacent rivets in the same row. The smallest
allowable rivet pitch is three rivet diameters. The
average rivet pitch usually ranges from six to eight
rivet diameters, although rivet pitch may range
from four to 10 rivet diameters. Transverse pitch is
the perpendicular distance between rivet rows; it is
usually equal to 75% of the rivet pitch. The small-
165
est allowable transverse pitch is two and one-half
rivet diameters.
When splicing a damaged tube and the rivets
pass completely through the tube, space the rivets
four to seven rivet diameters apart if adjacent
rivets are at right angles to each other, and space
them five to seven rivet diameters apart if the rivets
are in line (parallel to each other). The first rivet
on each side of the joint should be not less than two
and one-half rivet diameters from the end of the
sleeve.
The general rules of rivet spacing, as applied to
straight-row layout, are quite simple. In a single-
row layout, first determine the edge distance at each
end of the row then lay off the rivet pitch (distance
between rivets) as shown in figure 5-42. In the
two-row layout, lay off the first row as just de-
scribed, place the second row a distance equal to
the transverse pitch from the first row, and then lay
off rivet spots in the second row so that they fall
midway between those in the first row. In the
three-row layout, first lay off the first and third
rows, then determine the second row rivet spots by
using a straightedge. (See figure 5-42.)
RIVET INSTALLATION
The various tools needed in the normal course of
driving and upsetting rivets include drills, reamers,
rivet cutters or nippers, bucking bars, riveting ham-
mers, draw sets, dimpling dies or other types of
countersinking equipment, rivet guns, and squeeze
riveters. Self-tapping screws, C-clamps, and fasten-
ers are riveting accessories commonly used to hold
sheets together when riveting.
Several of these tools were discussed earlier in
this chapter. Other tools and equipment needed in
the installation of rivets are discussed in the follow-
ing paragraphs.
Hole Duplicators
When sections of skin are replaced with new
sections, the holes in the replacement sheet or in the
patch must be drilled to match existing holes in the
structure. These holes can be located with a hole
duplicator. The peg on the bottom leg of the dupli-
cator fits into the existing rivet hole. The hole in
the new part is made by drilling through the bush-
ing on the top leg. If the *duplicator is properly
made, holes drilled in this manner will be in perfect
alignment. A separate duplicator must be used for
each diameter of rivet.
Rivet pitch
(6 to 8 diaJ
Edge distance -
--II-
(2 to 2% d&J
I
JT
Single-row layout
Transverse pitch -
(75% of rivet pitch)
I I
T
Two-row layout
I/
Three-row layout
FIGURE 542. Rivet spacing.
Rivet Cutters
In cases where rivets of the required length are
unavailable, rivet cutter: can be used to cut rivets
to the desired length. When using the rotary rivet
cutter, insert the rivet in the correct hole, place the
required number of shims under the rivet head, and
squeeze as though it were a pair of pliers. Rotation
of the disks will cut the rivet to give the right
length, which is ,determined by the number of shims
inserted under the head. When using a large rivet
cutter, place it in a vise, insert the rivet in the
proper hole, and cut by pulling the handle, thus
shearing off the rivet. If regular rivet cutters are
not available, diagonal cutting pliers can be used as
a substitute cutter.
166
Bucking Bars
A bucking bar is a tool which is held against the
shank end of a rivet while the shop head is being
formed. Most bucking bars are made of alloy bar
stock, but those made of better grades of steel last
longer and require less reconditioning. Bucking
bars are made in a number of different shapes and
sizes to facilitate rivet bucking in all places where
rivets are used. Some of the various bucking bars
are shown in figure 5-43.
FIGURE 5-43. Bucking bars.
The bars must be kept clean, smooth, and well
polished. Their edges should be slightly rounded to
prevent marring the material surrounding the rivet-
ing operation.
Hand Rivet and Draw Sets
A hand rivet set is a tool equipped with a die for
driving a particular type rivet. Rivet sets are availa-
ble to fit every size and shape of rivet head. The
ordinary set is made of 1/2-m carbon tool steel
about 6 in. long and is knurled to prevent slipping
in the hand. Only the face of the set is hardened
and polished.
Sets for round and brazier head rivets are re-
cessed (or cupped) to fit the rivet head. In selecting
the correct set, be sure that it will provide the
proper clearance between the set and the sides of
the rivet head and between the surfaces of the metal
and the set. Flush or flat sets are used for counter-
sunk and flathead rivets. To seat flush rivets prop-
erly, be sure that the flush sets are at least 1 in. in
diameter.
Special draw sets are used to draw up the
sheets to eliminate any opening between them be-
fore the rivet is bucked. Each draw set has a hole
l/32 in. larger than the diameter of the rivet shank
for which it is made. Occasionally, the draw set and
rivet header are incorporated into one tool. The
header part consists of a hole sufficiently shallow so
that the set will expand the rivet and head it when
struck with a hammer.
Countersinks
The countersink is a tool which cuts a cone-
shaped depression around the rivet hole to allow the
rivet to set flush with the surface of the skin. Coun-
tersinks are made with various angles to correspond
to the various angles of the countersunk rivet
heads.
Special stop countersinks are available. Stop
countersinks are adjustable to any desired depth,
and the cutters are interchangeable so that holes of
various countersunk angles can be made. Some stop
countersinks have a micrometer set arrangement, in
increments of 0.001 in., for adjusting the cutting
depths.
Dimpling Dies
The process of making an indentation or a dim-
ple around a rivet hole so that the top of the head
of a countersunk rivet will be flush with the surface
of the metal is called dimpling. Dimpling is done
with a male and female die, or forms, often called
punch and die set. The male die has a guide the size
of the rivet hole and is beveled to correspond to the
degree of countersink of the rivet head. The female
die has a hole into which the male guide fits, and is
beveled to a corresponding degree of countersink.
When dimpling, rest the female die on a solid
surface then place the material to be dimpled on the
female die. Insert the male die in the hole to be
dimpled and with a hammer strike the male die
until the dimple is formed. Two or three solid ham-
mer blows should be sufficient. A separate set of
dies is necessary for each size of rivet and shape of
rivet head.
An alternate method is to use a countersunk head
rivet instead of the regular male punch die, and a
draw set instead of the female die, and hammer the
rivet until the dimple is formed.
Dimpling dies for light work can be used in
portable pneumatic or hand squeezers. If the dies
are used with a squeezer, they must, of course, be
adjusted accurately to the thickness of the sheet
being dimpled.
167
Pneumatic Rivet Guns
The most common upsetting tool used in airframe
repair work is the slow-hitting pneumatic hammer
called a rivet gun. Pneumatic guns are available in
various sizes and shapes (figure 5544). The capac-
ity of each gun, as recommended by the manufac-
turer, is usually stamped on the barrel; pneumatic
guns operate on air pressures of from 90 to 100
p.s.i.
Slow-hitting (long stroke) riveting hammers
Off set
handle
Pushbutton
Pistol
grip
Fast-bitting (light) riveting hammers
Offset
handle
FIGURE 5544. Types of rivet guns.
Pushbutton
Pneumatic guns are used in conjunction with in-
terchangeable rivet sets. Each set is designed to fit
the type of rivet and location of the work. The
shank of the set is designed to fit into the rivet gun.
Force to buck the rivet is supplied by an air-driven
hammer inside the barrel of the gun (figure 5-45).
The sets are made of high-grade carbon tool steel
and are heat treated to give them strength and wear
resistance.
Some precautions to be observed when using a
rivet gun are:
(1) Never point a rivet gun at anyone at any
time. A rivet gun should be used for one
purpose only-to drive or install rivets.
(2) Never depress the trigger mechanism un-
less the set is held tightly against a block
of wood or a rivet.
(3) Always disconnect the air hose from the
rivet gun when it will not be in use for
any appreciable length of time.
Squeeze Riveters
The squeeze method of riveting is limited since it
can be used only over the edges of sheets or assem-
blies where conditions permit, and where the reach
of the squeeze riveter is deep enough. There are
three types of rivet squeezers-hand, pneumatic,
and pneudraulic. They are basically alike except
that in the hand rivet squeezer, compression is sup-
plied by hand pressure; in the pneumatic rivet
squeezer, by air pressure; and in the pneudraulic,
by a combination of air and hydraulic pressure.
One jaw is stationary and serves as a bucking bar,
the other jaw is movable and does the upsetting.
Riveting with a squeezer is a quick method and
requires only one operator.
Squeeze riveters are usually equipped with either
a C-yoke or an alligator yoke. Yokes are available
in various sizes to accommodate any size of rivet.
The working capacity of a yoke is measured by its
gap and its reach. The gap is the distance between
the movable jaw and the stationary jaw; the reach
is the inside length of the throat measured from the
center of the end sets.
End sets for squeeze riveters serve the same pur-
pose as rivet sets for pneumatic rivet guns and are
available with the same type heads. They are inter-
changeable to suit any type of rivet head. One part
of each set is inserted in the stationary jaw, while
the other part is placed in the movable jaws. The
manufactured head end set is placed on the station-
ary jaw whenever possible. However, during some
operations, it may be necessary to reverse the end
sets, placing the manufactured head end set on the
movable jaw.
PREPARATION OF RIVET HOLES
It is very important that the rivet hole be of the
correct size and shape and free from burrs. If the
hole is too small, the protective coating will be
scratched from the rivet when the rivet is driven
Sliding valve Piston
Set Blank rivet
/ I
sleeve set
Bushing
deflector
hegulator adjustment
screw
... ........ Movement of air during
forward stroke
Air path
FIGURE 5-45. Rivet gun nomenclature.
----e-w-
Movement of air during
rearward stroke
through the hole. If the hole is too large, the rivet
will not fill the hole completely. When it is bucked,
the joint will not develop its full strength, and
If countersinking is required, consider the thick-
ness of the metal and adopt the countersinking
method recommended for that thickness. If dimpling
structural failure may occur at that spot.
is required, keep hammer blows or dimpling pres-
sures to a minimum so that no undue work-harden-
ing occurs in the surrounding area.
Drilling
To make a rivet hole of the correct size, first drill
a hole slightly undersize. This is known as predrill-
ing, and the hole is called a pilot hole. Ream the
pilot hole with a twist drill of the correct size to get
the required dimension. Pilot and reaming drill
sizes are shown in figure 546. The recommended
clearance for rivet holes is from 0.002 to 0.004 in.
When drilling hard metals the twist drill should
have an included angle of 118 and should be oper-
ated at low speeds; but for soft metals, use a twist
drill with an included angle of 90 and it should be
operated at higher speeds. Thin sheets of aluminum
alloy are drilled with greater accuracy by a drill
having an included angle of 118 because the large
Center punch locations for rivet holes before be-
angle of the drill has less tendency to tear or elon-
ginning the actual drilling. The center punch mark
gate the hole.
1 Di%$er 1 Size 1 %Z 1
Pilot
3/32 3/32 ( .0937) * 40 (.098)
l/8 l/8 (.125) 30 (.1285)
5/32 5/32 (.1562) 21 (.159)
3/16 3/16 (.1875) 11 (.191)
l/4 l/4 (.250) F (.257)
5/16 5/16 (-3125) 0 (.316)
3/8 3/8 (.375) v (.377)
*Note that ream size exceeds the maximum tolerant
of .004 inch. This is permissible only if the ne?
larger drill size happens to he so much larger tha
the tolerance of .004 inch.
FIGURE 546. Pilot and reaming twist drill sizes.
169
acts as a guide and lets the drill grip or bite into
the metal with greater ease. Make the center punch
mark large enough to prevent the drill from slip
ping out of position, but punch lightly enough not
to dent the surrounding material. Hold a hard,
emooth, wooden backing block securely in position
behind the hole locations when drilling.
the head of the countersunk rivet extends only
about halfway through the upper layer of metal.
Countersinking will leave plenty of material for
gripping.
A.
Drilling is usually done with a hand drill or with
a light power drill. Hold the power drill firmly with
both hands. Extend the index and middle fingers of
the left hand against the metal to act as a guide in
starting a hole, and as a snubber or brake when the
drill goes through the material. Before beginning to
drill, always test the inserted twist drill for trueness
and vibration by spinning the hand drill or running
the motor freely and watching the drill end. If the
drill wobbles, it may be because of burrs on its
shank or because the drill is bent or incorrectly
chucked. A drill that wobbles or is slightly bent
must not be used because it causes enlarged holes.
Preferred
countersinking
63
I
Permissible
countersinking
Always hold the drill at right angles to the work,
regardless of the position of the hole or the curva-
ture of the material. Use an angle drill or drill
extensions and adapters when access is difficult with
a straight drill. Never tip the drill sideways when
drilling or when withdrawing from the material be-
cause this causes elongation of the hole.
Unacceptable
countersinking
When holes are drilled through sheet metal, small
burrs are formed around the edge of the hole. This
is especially true when using a hand drill since the
drill speed is slow and there is a tendency to apply
more pressure per drill revolution. Remove all burrs
with a burr remover before riveting.
FIGURE 547. Countersinking.
In figure 5-47B, the countersunk head reaches
completely through the upper layer. This condition
is permissible but should be avoided.
Countersinking and Dimpling
An improperly made countersink reduces the
strength of a flush-riveted joint and may even cause
failure of the sheet or the rivet head. The two
methods of countersinking commonly used for flpsh
riveting in aircraft construction and repair are the
machine or drill countersinking, and dimpling or
press countersinking. The proper method for any
particular application depends on the thickness of
the parts to be riveted, the height and angle of the
countersunk head, the tools available, and accessi-
bility.
In figure 5-47C, the head extends well into the
second layer of material. This indicates that the
material is thin and that most of it would be ground
away by drill countersinking; therefore, dimpling is
preferred. Dimpling will work best if the material is
not over 0.040~in. thick.
Machine or drill countersinking is accomplished
by a suitable cutting tool machined to the desired
angle. The edge of the hole is cut away so that the
countersunk rivet head fits snugly into the recess.
The resulting recess is referred to as the well or
nest.
As a general rule, use the drill countersink During the process of machine countersinking,
method when the thickness of the material is greater first drill the original rivet hole to the exact rivet
than the thickness of the rivet head, and use the size, as recommended in the table in figure 5-46
dimpling method on thinner material. Figure 5-47 The limits within which the head of the rivet may
illustrates general rules for countersinking. Note in extend either above or below the surface of the
figure 5-47A that the material is quite thick and metal are close, 0.006 in. in most cases. Therefore,
170
perform the countersinking accurately, using equip-
ment which is capable of producing results within
the specified tolerance.
Hold the countersinking tool firmly at right an-
gles to the material. Do not tip it. Tipping elongates
the well and prevents the countersunk rivet head
from fitting properly. Oversized rivet holes, under-
sized countersink pilots (in the case of the stop
countersink), chattering caused by improper use of
the countersink or by a countersink in poor condi-
tion, and a countersink not running true in the
chuck of the drill are some of the causes of elon-
gated wells.
Press countersinking or dimpling can be accom-
plished by either of two methods. Male and female
die sets can be used, or using the rivet as the male
die and the draw ,die as the female die is acceptable.
In either case, the metal immediately surrounding
the rivet hole is pressed to the proper shape to fit
the rivet head. The depression thus formed, as in
machine countersinking, is known as the well or
nest.
The rivet must fit the well snugly to obtain maxi-
mum strength. The number of sheets which can be
dimpled simultaneously is limited by the capacity of
the equipment used. The dimpling process may be
accomplished by the use of hand tools, by dies
placed in a pneumatic squeeze or single shot riveter,
or by using a pneumatic riveting hammer.
Dimpling dies are made to correspond to any size
and degree of countersunk rivet head available. The
dies are usually numbered, and the correct combi-
nation of punch and die to use is indicated on
charts specified by the manufacturer. Both male and
female dies are machined accurately and have
highly polished surfaces. The male die or punch is
cone shaped to conform to the rivet head and has a
small concentric pilot shaft that fits into the rivet
hole and female die. The female die has a corre-
sponding degree of countersink into which the male
guide fits.
When dimpling a hole, rest the female die on
some solid surface, place the material on the female
die, insert the male die in the hole to be dimpled,
and then hammer the male die. Strike with several
solid blows until the dimple is formed.
In some cases, the face of the male die is convex
to allow for springback in the metal. Dies of this
type are used to advantage when the sheet to be
dimpled is curved. Some dies have flat faces and are
principally used for flat work. Dimpling dies are
usually made so that their included angle is 5 less
than that of the rivet. This arrangement allows for
springback of the metal.
In die dimpling, the pilot hole of the female die
should be smaller than the diameter of the rivet to
be used. Therefore, the rivet hole must be reamed to
the exact diameter after the dimpling operation has
been completed so that the rivet fits snugly.
When using a countersink rivet as the male dim-
pling die, place the female die in the usual position
and back it with a bucking bar. Place the rivet of
the required type into the hole and strike the rivet
with a pneumatic riveting hammer. This method of
countersinking is often called coin pressing. It
should be used only when the regular male die is
broken or not available.
Coin pressing has a distinct disadvantage in that
the rivet hole must be drilled to correct rivet size
before the dimpling operation is accomplished.
Since the metal stretches during the dimpling opera-
tion, the hole becomes enlarged and the rivet must
be swelled slightly before driving to produce a close
fit. Because the rivet head will cause slight distor-
tions in the recess, and these are characteristic only
to that particular rivet head, it is wise to drive the
same rivet that was used as the male die during the
dimpling process. Do not substitute another rivet,
either of the same size or a size larger.
Thermo-Dimpling
This type of dimpling consists of two processes,
radius dimpling and coin dimpling. The major dif-
ference between radius and coin dimpling is in the
construction of the female die. In radius dimpling a
solid female die is used. Coin dimpling uses a slid-
ing ram female die (figure 548) that makes this
process superior.
During the coin dimpling process, the metal is
coined (made to flow) into the contours of the dies
so that the dimple assumes the true shape of the die.
The pressure exerted by the coining ram prevents
the metal from compressing and thereby assures
uniform cross sectional thickness of the sides of the
dimple and a true conical shape.
Coin dimpling offers several advantages. It im-
proves the configuration of the dimple, produces a
more satisfactory aerodynamic skin surface, elimi-
nates radial and circumferential cracking, ensures a
stronger and safer joint, and allows identical dies to
be used for both skin and understructure dimpling.
The material being used is a very important
factor to consider in any dimpling operation. Mate-
rials such as corrosion-resistant steel, magnesium,
171
FIGURE 5-48. Radius and coin dimpling dies.
and titanium each present different dimpling prob-
lems.
The 2024,-T aluminum alloy can be satisfactorily
coin dimpled either hot or cold. However, cracking
in the vicinity of the dimple may result from cold
dimpling because of hard spots in the metal. Hot
dimpling will prevent such cracking.
The 7075-T6 and 2024-T81 aluminum alloys are
always hot dimpled. Magnesium alloys also must be
hot dimpled because, like 7075-T6, they have low
formability qualities. Titanium is another metal that
must be hot dimpled because it is tough and resists
forming. The same temperature and dwell time used
to hot dimple 7075-T6 is used for titanium.
Corrosion-resistant steel is cold dimpled because
the temperature range of the heating unit is not
high enough to affect dimpling.
The coin ram dimpling dies are designed with a
number of built-in features. The faces of both the
male and female dies are dished (the male concave
and the female convex) at an angle of 2 on the
pilot. This facilitates removal of the metal after the
dimple has been made.
The female dimpling set has two parts: (1) The
body, which is merely a counterpart of the male
die; and (2) the coining ram, which extends up
through the center of the conical recess of the body.
In forming a dimple, the metal is forced down into
the female die by the male die. The metal first
contacts the coining ram, and this supports the
metal as it is forced down into the conical recess.
When the two dies close to the point where the
forces of both are squeezing the material, the coin-
ing ram forces the metal back into the sharp cor-
ners of the dies.
When cold dimpling, the dies are used alone.
When hot dimpling, a strap or block heater is
slipped over either or both dies and connected to an
electric current.
The dies should be kept clean at all times and in
good working order. It is advisable to clean them
regularly with steel wool. Special precautions must
be taken when the dies are in the machine. If the
machine is operated with the dies in place but with-
out material between them, the male die will enlarge
and ruin the coining ram.
When possible, coin dimpling should be per-
formed on stationary equipment and before the as-
sembly of parts. However, many instances arise in
which dimpling must be done after parts are assem-
bled to other structures. In such cases, dimpling
operations are performed by portable squeeze dim-
plers. Most squeezers may be used either for cold
dimpling or, combined with a junction box, for hot
dimpling.
There are dimpling applications in which it is not
possible to accommodate any squeezer- or yoke-type
equipment. Under these circumstances, it is neces-
sary to use a pneumatic hammer and a bucking bar
type of tool to hold the dimpling dies.
172
--- .--r AL. WA . J.,
DRI VI NG RI VETS
The met hods of dri vi ng sol i d shank rivets can be
classified i nto two types, dependi ng on whet her the
ri veti ng equi pment is portabl e or stationary. Si nce
stati onary ri veti ng equi pment is sel dom used i n ai r-
frame repai r work, onl y portabl e equi pment that is
used i n hand, pneumati c, or squeezer met hods is
di scussed here.
Bef ore dri vi ng any rivets, be sure that all hol es
l i ne up perfectly, all shavi ngs and burrs have been
removed, and that the parts to be ri veted are se-
curel y fastened together.
Two men, a gunner and a bucker, usual l y
work as a t eam when installing rivets. However, on
some j obs the ri veter hol ds a bucki ng bar with one
hand and operat es a ri veti ng gun with the other.
When t eam riveting, an efficient si gnal system can
be empl oyed to devel op the necessary teamwork.
The code usual l y consists of t appi ng the bucki ng
bar agai nst the work; one tap may mean not fully
seated, hit it agai n ; two taps may mean good
rivet ; three taps may mean bad rivet, remove and
dri ve anot he?; and so on.
Bucki ng
Sel ecti on of the appropri at e bucki ng bar is one
of the most i mportant factors i n bucki ng rivets. If
the bar does not have the correct shape, it will
def orm the rivet head; if the bar is too light, it will
not gi ve the necessary bucki ng wei ght, and the ma-
terial may become bul ged t oward the shop head;
and, if the bar is too heavy, its wei ght and the
bucki ng force may cause the materi al to bul ge away
from the shop head. Wei ghts of bucki ng bars range
from a few ounces to 8 or 10 lbs., dependi ng upon
the nat ure of the work. Recommended wei gh,ts of
bucki ng bars to be used with vari ous rivet sizes are
gi ven i n fi gure 549.
Rivet Approx.
Di ameter Wei ght
( In Inches ) ( In Pounds)
3/ 32 2 to 3
l/8 3 to 4
5/ 32 3 to 4j
3/M 4 to 5
l/4 5 to 6%
FI GURE 5-49. Recommended bucki ng bar weights.
Al ways hol d the face of the bucki ng bar at ri ght
angl es to the rivet shank. Fai l ure to do this will
cause the rivet shank to bend with the first bl ows of
the rivet gun, and will cause the materi al to become
marred with the final bl ows. The bucker must hol d
the bucki ng bar i n pl ace until the rivet is com-
pl etel y dri ven. If the bucki ng bar is removed whi l e
the gun is i n operati on, .the rivet set may be dri ven
t hrough the materi al . Do not bear down too heavi l y
on the shank of the rivet. Al l ow the wei ght of the
bucki ng bar to do most of the work. The hands
merel y gui de the bar and suppl y the necessary ten-
si on and r ebound action.
Al l ow the bucki ng bar to vi brate i n uni son with
the gun set. Thi s process is cal l ed coordi nat ed buck-
i ng. Coordi nat ed bucki ng can be devel oped t hrough
pressure and stiffness appl i ed at the wrists; with
experi ence, a hi gh degree of deftness can be ob-
tai ned.
Lack of proper vi brati ng action, the use of a
bucki ng bar that is too light or too heavy, and
fai l ure to hol d the bucki ng bar at ri ght angl es to
the rivet can all cause defecti ve rivet heads. A rivet
goi ng cl ubhead (mal formi ng ) can be corrected
by rapi dl y movi ng the bucki ng bar across the rivet
head i n a di recti on opposi te that of cl ubhead travel.
Thi s correcti ve acti on can be accompl i shed onl y
whi l e the gun is i n acti on and the rivet is partl y
dri ven. If a rivet shank bends at the begi nni ng of
the bucki ng operati on, pl ace the bar i n the correc-
tive posi ti on onl y l ong enough to strai ghten the
shank.
Hand Dri vi ng
Under certai n condi,tions, it may be necessary to
rivet by hand dri vi ng. Ei ther of two met hods can be
used dependi ng upon the l ocati on and accessibility
of the work. In the one method, the manuf act ured
head end of the rivet is dri ven with a hand set and
hammer, the shank end is bucked with a sui tabl e
bucki ng bar. In the other method, the shank end of
the rivet is dri ven with a hand set and a hammer,
and the manuf act ured head is bucked with a hand
set hel d i n a vise or a bottl e bar (a speci al bucki ng
bar recessed to hol d a rivet set). Thi s met hod is
known as reverse riveting. It is commonl y used i n
hand ri veti ng but is not consi dered good practi ce i n
pneumat i c riveting.
When usi ng ei ther of the descri bed methods, keep
hammer strokes to a mi ni mum. Too much hammer-
i ng will change the crystalline structure of the rivet
or the materi al around it, causi ng the joirxt to l ose
173
some of its strength. Hold the bucking bar and rivet
set square with the rivet at all times. Misuse of the
rivet set and bucking bar will result in marring or
scratching the rivet head or material, and may
cause undue corrosion. This, in turn, will weaken
the structure of the aircraft.
The diameter of a correctly formed shop head
should be one and one-half times the diameter of
the rivet shank, and the height should be about
one-half the diameter.
Pneumatic Driving
The procedure for pneumatic riveting is practi-
cally the same as for hand riveting. Preparation of
the sheet, selection of rivets, and drilling of rivet
holes are the same. In hand riveting, however, the
pressure for bucking the rivet is applied using a
hand set and hammer. In pneumatic riveting, the
pressure is applied with a set and an air-driven
hammer or gun.
To get good riveting results with a pneumatic
rivet gun, follow ttese basic pointers :
( 1) Select the right type and size of rivet gun
and the correct rivet set for the size of
rivet to be driven. Install the rivet set
firmly, as shown in figure 5-50.
FIGURE 5-50. Installing rivet set.
(2) Adjust the speed of the riveting gun (vi-
brations per minute). Always press set
firmly against a block of wood before
pressing the trigger. Never operate the
gun without resistance against the set be-
cause the vibrating action may cause the
retaining spring to break, allowing the
gun set to fly out of the gun. Also, free
vibration may flare or mushroom the gun
(3)
end of the set, causing it to bind in the
barrel of the gun.
Hold the rivet set at right angles to the
work to prevent damage to the rivet head
or the surrounding material as shown in
figure 5-51. Upset the rivet with a me-
dium burst from the rivet gun.
(4)
FIGURE S51. Position of the set.
Remove the bucking bar and check the
shop head of the rivet. It should be one
and one-half times ,the diameter of the
rivet in width and one-half times the rivet
diameter in height. If the rivet needs fur-
ther driving, repeat the necessary proce-
dures to complete the job.
A small piece of adhesive tape applied to the
cupped end of the rivet set often corrects an unsa-
tisfactory cupped condition, which occasionally
gives trouble in forming uniformly shaped rivet
heads.
Squeeze Riveting
The squeeze method of driving a rivet produces
the most uniform and balanced type of shop head.
Each rivet is upset in a single operation; all rivets
are headed over with uniform pressure; all heads
are formed alike; and each rivet shank is suffi-
ciently and uniformly expanded to completely fill
each rivet hole. Squeeze riveters come equipped
with pairs of end sets, each pair being designed for
a particular job. Once the correct end set is selected
174
and the squeezer adjusted for a particular applica-
tion, all the rivets will be driven uniformly, thus
providing an efficient method of riveting.
Portable squeezers are particularly suited for riv-
eting large assemblies where the tool must be moved
in relation to the work. They are not too heavy and
can easily be operated by one person. The prepara-
tion of the material for riveting with the squeeze
riveter is the same as for hand or pneumatic rivet-
ing. For better results when using the squeeze riv-
eter, observe these rules:
(1)
(2)
(3)
Carefully select and insert suitable end
sets to match the rivet being used. The
importance of using the right end sets
cannot be overemphasized. It is impossible
to buck the rivet properly unless the
correct pairs are used. Always be sure
that the air is shut off or the squeezer is
disconnected when inserting end sets.
Adjust the squeezer cylinder pressure to
obtain the correct pressure for the diama
ter of the rivet being used. Most squeezers
are equipped with a blowoff valve to regu-
late the cylinder pressure. This unit gov-
ems the amount of air pressure allowed in
the cylinder.
Carefully regulate the gap .to conform to
the length of the rivet being used. Some
squeezers are equipped with a gap regula-
tor which controls the stroke of the
plunger of a C-yoke squeezer, or the
movement of the movable jaw of an alliga-
tor-yoke squeezer. For squeezers not
equipped with a gap regulator, the gap
can be adjusted by placing metal shims
under the end sets of both jaws, or by
using end sets of different lengths. On
some types of squeeze riveters, the end set
on the stationary jaw is held in place by
an Allen screw, which allows regulation of
the gap.
(4) Before using the squeezer on the work,
test the cylinder pressure and gap for
accuracy of adjustment on a piece of
scrap material. The scrap material must be
the same thickness as the material being
used, and the rivets the same length and
diameter.
(5) If the parts to be riveted are small and
easily handled, mount the squeeze riveter
in a bench vise or in a special clamp, and
hold the part to be riveted in your hand.
Microshaving
Sometimes it is necessary to use a microshaver
when making a repair involving the use of counter-
sunk rivets. If the smoothness of the material (such
as skin) requires that all countersunk rivets be
driven within a specific tolerance, a microshaver is
used. This tool has a cutter, stop, and two legs or
stabilizers, as shown in figure 5-52.
FIGURE 5-52. Microshaver.
The cutting portion of the microshaver is located
inside the stop. The depth of cut can be adjusted by
pulling outward on the stop and turning it in either
direction (clockwise for deeper cuts). The marks on
the stop permit adjustments of 0.001 in.
If the microshaver is adjusted and held correctly,
it will cut the head of a countersunk rivet to within
0.002 in. without damaging the surrounding mate-
rial. Adjustments should always be made on scrap
material. When correctly adjusted, the shaver will
leave a small round dot about the size of a pinhead
on the microshaved rivet.
RIVET FAILURES
Generally speaking, the design of riveted joints is
based on the theory that the total joint strength is
simply the sum of the individual strengths of a
whole group of rivets. It is then obvious that, if any
one rivet fails, its load must immediately be carried
by others of the group; if they are unable to carry
this added load, progressive joint failure then
occurs. Stress concentrations will usually cause one
rivet to fail first;. and careful analysis of such a
175
rivet in a joint will indicate that it has been too
highly loaded, with the possibility that neighboring
rivets may have partially failed.
Shear Failure
Shear failure is perhaps the most common of
rivet failures. It is simply a breakdown of the rivet
shank by forces acting along the plane of two adja-
cent sheets, causing a slipping action which may be
severe enough to cut the rivet shank in two. If the
shank becomes loaded beyond the yield point of the
material and remains overloaded, a permanent shift
is established in the sheets and the rivet shank may
become joggled.
Bearing Failure
If the rivet is excessively strong in shear, bearing
failure occurs in the sheet at the edge of the rivet
hole. The application of large rivets in thin sheets
brings about such a failure. In that case, the sheet
is locally crushed or buckled, and the buckling de-
stroys the rigidity of the joint. Vibrations, set up
by engine operation or by air currents in flight,
may cause the buckled portion to flutter and the
material to break off close to the rivet head. If
buckling occurs at the end of the sheet, a tear-out
may result. In either case, replacement of the sheet
is necessary.
Head Failure
Head failure may result from complex loadings
occuring at a joint, causing stresses of tension to be
applied to the rivet head. The head may fail by
shearing through the area corresponding to the
rivet shank, or, in thicker sheets, it may fail
through a prying action which causes failure of the
head itself. Any visible head distortion is cause for
replacement. This latter type of head failure is espe-
cially common in blind rivets.
Rivet inspection
To obtain high structural efficiency in the manu-
facture and repair of aircraft, an inspection must be
made of all rivets before the part is put in service.
This inspection consists of examining both the shop
and manufactured heads and the surrounding skin
and structural parts for deformities. A scale or rivet
gage can be used to check the condition of the upset
rivet head to see that it conforms to the proper
requirements. Deformities in the manufactured head
can be detected by the trained eye alone. However,
on flush rivets, a straightedge can be used as shown
in figure 5-53.
c
Straightedge.
FIGURE 5-53. Tools used to gage rivets.
Some common causes of unsatisfactory riveting
are improper bucking, rivet set slipping off or being
held at the wrong angle, and rivet holes or rivets of
the wrong size. Additional causes for unsatisfactory
riveting are countersunk rivets not flush with the
well; work not properly fastened together during
riveting; the presence of burrs, rivets too hard, too
much or too little driving; and rivets out of line.
Occasionally, during an aircraft structural repair,
it is wise to examine adjacent parts to determine the
true condition of neighboring rivets. In doing so, it
may be necessary to remove the paint. The presence
of chipped or cracked paint around the heads may
indicate shifted or loose rivets. Look for tipped or
loose rivet heads. If the heads are tipped or if rivets
are loose, they will show up in groups of several
consecutive rivets and will probably be tipped in
the same direction. If heads which appear to be
tipped are not in groups and are not tipped in the
same direction, tipping may have occurred during
some previous installation.
Inspect rivets known to have been critically
loaded, but which show no visible distortion, by
drilling off the head and carefully punching out the
shank. If, upon examination, the shank appears jog
gled and the holes in the sheet misaligned, the rivet
has failed in shear. In that case, try to determine
what is causing the shearing stress and take the
necessary corrective action. Flush rivets that show
head slippage within the countersink or dimple, in-
dicating either sheet bearing failure or rivet shear
176
failure, must be removed for inspection and replace-
ment.
Joggles in removed rivet shanks indicate partial
shear failure. Replace these rivets with the next
larger size. Also, if the rivet holes show elongation,
replace the rivets with the next larger size. Sheet
failures (such as tear-outs, cracks between rivets,
and the like) usually indicate damaged rivets, and
the complete repair of the joint may require re-
placement of the rivets with the next larger size.
The general practice of replacing a rivet with the
next larger size (l/32 in. greater diameter) is nec-
essary to obtain the proper joint strength of rivet
and sheet when the original rivet hole is enlarged.
If the rivet in an elongated hole is replaced by a
rivet of the same size, its ability to carry its share
of the shear load is impaired and joint weakness
results.
REMOVING RIVETS
When removing a rivet for replacement, be very
careful so that the rivet hole will retain its original
size and shape and replacement with a larger size
rivet will not be necessary. If the rivet is not re-
moved properly, the strength of the joint may be
weakened and the replacement of rivets made more
di5cult.
When removing a rivet, work on the manufac-
tured head. It is more symmetrical about the shank
than the shop head, and there will be less chance of
damaging the rivet hole or the material around it.
To remove rivets, use hand tools, a power drill, or a
combination of both. The preferred method is to
drill through the rivet head and drive out the re-
mainder of the rivet with a drift punch. First, file a
flat area on the head of any round or brazier head
rivet, and center punch the flat surface for drilling.
On thin metal, back up the rivet on the upset head
when center punching to avoid depressing the
metal. The dimple in 2117-T rivets usually elimi-
nates the necessity of filing and center punching the
rivet head.
Select a drill one size smaller than the rivet shank
and drill out the rivet head. When using a power
drill, set the drill on the rivet and rotate the chuck
several revolutions *by hand before turning on the
power. This procedure helps the drill cut a good
starting spot and eliminates the chance of the drill
slipping off and tracking across the metal. Drill the
rivet to the depth of its head, while holding the drill
at a 90 angle. Be careful not to drill too deep
because the rivet shank will turn with the drill and
cause a tear. The rivet head will often break away
and climb the drill, which is a good signal to with-
draw the drill. If the rivet head does not come loose
of its own accord, insert a drift punch into the hole
and twist slightly to either side until the head comes
Off.
Drive out the shank of the rivet with a drift
punch slightly smaller than the diameter of the
shank. On thin metal or unsupported structures,
support the sheet with a bucking bar while driving
out the shank. If the shank is exceptionally tight
after the rivet head is removed, drill the rivet about
two-thirds of the way through the thickness of the
material and then drive out the remainder of the
rivet with a drift punch.
The procedure for the removal of flush rivets is
the same as that just described except that no filing
is necessary. Be very careful to avoid elongation of
the dimpled or the countersunk holes. The rivet
head should be drilled to approximately one-half
the thickness of the top sheet.
SPECIAL RIVETS
There are many places on an aircraft where
access to both sides of a riveted structure or struc-
tural part is impossible, or where limited space will
not permit the use of a bucking bar. Too, in the
attachment of many nonstructural parts, such as
aircraft interior furnishings, flooring, deicing boots,
and the like, the full strength of solid shank rivets
is not necessary.
For use in such places, special rivets have been
designed which can be bucked from the front. They
are sometimes lighter than solid shank rivets, yet
amply strong for their intended use. These rivets
are manufactured by several corporations and have
unique characteristics that require special installa-
tion tools, special installation procedures, and spe-
cial removal procedures. Because these rivets are
of,ten inserted in locations where one head (usually
the shop head) cannot be seen, they are also called
blind rivets.
The various types of mechanically expanded riv-
ets, their fabrication, composition, uses, selection,
and identification were discussed in Chapter 6,
Hardware, Materials, and Processes, in the Air-
frame and Powerplant Mechanics General Hand-
book, AC 65-9A. The installation techniques will be
covered in this section.
177
Installation Tools
The tools used to install self-plugging (friction
lock) rivets depend upon the manufacturer of the
rivet being installed. Each company has designed
special tools which should always be used to ensure
satisfactory results with its product. Hand tools as
well as pneumatic tools are available.
After selection or determination of the rivet to
be used in any installation, the proper size twist
drill must be determined. Generally, manufactur-
ers recommend the following finish drill sizes for
the common shank diameters (figure 5-54).
Be very careful when drilling the material. Hold
the drill at right angles to the work at all times to
keep from drilling an elongated hole. The blind
rivet will not expand as much as a solid shank
rivet. If the hole is too large or elongated, the
shank will not properly fill the drilled hole. Com-
mon hand or pneumatic powered drills can be used
to drill the holes. Some manufacturers recommend
predrilling the holes; others do not.
Equipment used to pull the stem of the rivet, as
previously stated, will depend upon the manufac-
turer of the rivet. Both manually operated and
power-operated guns are manufactured for this pur-
pose. Nomenclature for various tools and assem-
blies available depends upon the manufacturer.
Application and use of the equipment is basically
the same. Whether the equipment is called hand
tool, air tool, hand gun, or pneumatic gun (figure
5-55), all of these are used with but one goal, the
proper installation of a rivet.
The choice of installation tools is influenced by
several factors: The quantity of rivets to be in-
stalled, the availability of an air supply, the accessi-
bility of the work, and the size and type of rivet to
be installed. In addition to a hand or power riv-
eter, it is necessary to select the correct pulling
head to complete the installation tool.
Selection of the proper pulling head is of primary
importance since it compensates for the variables
of head style and diameter. Since your selection
will depend on the rivets to be installed, you should
consult the applicable manufacturers literature.
SELF-PLUGGING (FRICTION LOCK) RIVETS
Self-plugging (friction lock) rivets are fabricated
in two common head styles: (1) A protruding head
similar to the AN470 or universal head, and (2) a
100 countersunk head. Other head styles are avail-
able from some manufacturers.
The stem of the self-plugging (friction lock) rivet
may have a knot or knob on the upper portion, or it
may have a serrated portion as shown in figure
5-56.
The sequence of steps to follow in the installation
of self-plugging (friction lock) rivets is basically
the same as that for solid shank rivets, but the
methods and equipment vary. The following steps
are typical of any installation :
(1) Select the rivet to be installed--deter-
mined by thickness of material to be riv-
eted, strength desired in assembly, and lo-
cation of installation (protruding or coun-
tersunk head).
(2) Drill the hole (s)-determine size of twist
drill to be used, do not elongate rivet hole,
remove burrs, and use a stop countersink
if necessary.
CHERRYLOCK I
-097 .lOO
.129 .132
.160 .164
.192 .196
.256 .261
BULBED CHERRYLOCK I
COUNTERSINKING DIMENSIONS
.OlO R.
MM.
FIGURE 5-54. Cherry rivet installation data.
178
HAND TOOL
HYDROSHIFT
AIR TOOL
-
FIGURE 5-55. Self-plugging (friction lock) rivet guns.
179
Satisfactory Unsatisfactory
Protruding Countersunk
head head
FIGURE 5-56. Self-plugging (friction lock) rivets.
(3)
Install the rivet-make certain the rivet
head is seated firmly, position the selected
tool on the rivet stem, pull rivet stem until
the stem snaps, apply approximately 15
lbs. of pressure to the end of the stem, and
trim the stem flush with the rivet head. If
aerodynamic smoothness is a factor, the
stem can be shaved with a rivet shaver.
Inspection
The inspection of installed self-plugging (friction
lock) rivets is very limited. Often the only inspec-
tion that can be made is on the head of the rivet. It
should fit tightly against the metal. The stem of the
rivet should be trimmed flush with the head of the
rivet whether it is a protruding head or a counter-
sunk head.
If you can see the shop head side of the installed
rivet, inspect it for the requirements illustrated in
figure 5-57. When the rivet head is considered un-
satisfactory, remove the rivet and install another in
its place.
Removal Procedures
Self-plugging (friction lock) rivets are removed
in the same manner as solid shank rivets except for
the preliminary step of driving out the stem (figure
Grip length too short
for material thickness
Undersize Oversize
hole hole
FIGURE >57. Inspection of self-plugging (friction lock)
rivets.
Drill head
FIGURE 5-58. Removal of self-plugging (friction lock)
rivets.
5-58). The following steps should be used in their
proper sequence:
(1) Punch out the rivet stem with a pin
punch.
180
(2) Drill out the rivet head, using a drill the
same size as the rivet shank.
(3) Pry off the weakened rivet head with a pin
punch.
(4) Push out the remainder of the rivet shank
with a punch. If the shank will not push
out, drill the shank, taking care not to
enlarge the hole in the material.
SELF-PLUGGING (MECHANICAL LOCK) RIVETS
Self-plugging, mechanical lock rivets are similar
to self-plugging, friction lock rivets, except for the
manner in which they are retained in the material.
This type of rivet has a positive mechanical locking
collar that resists vibration that would cause the
friction lock rivets to loosen and possibly fall out
(figure 5-59). Also the mechanical locking type
rivet stem breaks off flush with the head and
usually does not require further stem trimming
when properly installed. Self-plugging, mechanical
lock rivets display all the strength characteristics of
solid shank rivets and in almost all cases can be
substituted rivet for rivet.
Huck Rivets
Self-plugging, mechanical lock rivets require spe-
cial driving assemblies. It is best to use tools manu-
factured by the company that produces the rivet.
The Huck CKL rivet is installed by using the
model CP35O blind rivet tool. The nose of the tool
includes: (1) A set of chuck jaws which fit the
serrated grooves on the rivet stem and puIl it
through the rivet shank to drive the rivet; (2) an
outer anvil which bears against the outer portion of
the manufactured head during the driving opera-
tion; and (3) an inner anvil which advances auto-
matically to drive the locking collar into position
after the blind head is formed (figure 5-60).
A change in rivet diameter requires a change in
chuck jaws, outer anvil, and inner thrust bearing,
and an adjustment of the shift operating pressure.
Adjustment procedures are specified by the manu-
facturer.
Cherrylock Rivets
Cherrylock rivets are installed with a hydroshift
or mechanical shift tooling system. The hydroshift
system is a newer design and when available should
be used in place of the mechanical system.
Cherrylock Mechanical Tooling
Most existing Cherry riveters, either hand or
Before installation
After installation
FIGURE 5-59. Self-plugging, mechanical lock rivets.
Chuck jaws
/ Inner anvil
plug
Outer anvil
- Air inlet bushing
1 Locknut or screw
Valve adjusting >crew
FIGURE 5-60. Huck model CP350 rivet pull tool.
power operated, may be used to install Cherrylock
rivets when equipped with the proper mechanical
pulling head.
181
Cherrylock mechanical pulling heads are of two
types: the H615 (figure 5-61) and H640 (figure
5-62) series. They differ only in their method of
attachment to the riveter. The H615 series is for
the smaller screw-on type tools and the H640 is for
the larger clip-on type. Both pulling heads will
install bulbed and wiredraw Cherrylock rivets.
,
PULLING HEAD NUMBER
Universal Head
H6154c-hountersunk Head
H6154S Uni-Sink Head
Universal Head
H615C(Countenunk Head
H6155S Uni-Sink Head
H615-sc/ Universal Head
\ Countersunk Head
H6154S Uni-Sink Head
FIGURE 5-61. H615 Series pulling head tool.
A separate pulling head is required to install
each diameter Cherrylock rivet. Separate pulling
heads are recommended for universal and counter-
sunk head rivets but countersunk pulling heads
may be used,for both styles.
I
Universal Head
513Y H640-xhhuntenunk Head
3/w
H640-5S U&-Sink Head
Universal Head
H640-6C{thntersunk Head
H64MS hi-Sink Head
FIGURE 5-62. H640 Series pulling head tool.
PULLING HEAD NUYBER
Univeml Had
H~4ontennC Head
Universal Head
H63C &ounterrunk Head
H661W664 Uni&nk Hud
Uniwrvl Herd
H681d.outersunk Head
H661.6166.5 Uw6ink Head
Unnctsal Head
H63MC kdsunk Had
H66M166.6 hi&k Hud
ii% hmtemnk Yrrd
Univcml Head
FIGURE 543. H681 Series pulling head tool.
Cherrylock Hydroshift Tooling
The hydroshift tooling system is an advanced
design in which the sequence of operations neces-
sary to install the rivet is accomplished hydraulic-
ally within the hydroshift tool rather than by means
of a mechanical pulling head.
Cherrylock hydroshift pulling heads are of one
type only, the H681 (figure 5-63).
A separate H681 pulling head is required to in-
stall each diameter Cherrylock rivet. Separate
pulling heads are recommended for universal and
countersunk head rivets but countersunk pulling
heads may be used for both styles.
Hydroshift riveters are factory adjusted to break
the rivet stem flush and set the collar properly. Fine
adjustments to the shift point setting can be made
by the operator. This adjustment determines the
flushness of the break of the rivet stem (figures
5-64 and 5-65).
installation Procedures
Procedures for installing self-plugging (mechani-
cal lock) rivets are basically the same as those used
for installing the friction lock type of rivets. Pre-
cautions to be observed are:
(1) Be sure the correct grip range is selected.
Adjuster Knob
Limit Pin
FIGURE 5-64. H681 pulling head adjuster.
182
(2)
(3)
(4)
(5)
FIGURE 5-65. Hydroshift pulling tool.
Always use the correct nose assembly or
pulling tool for the diameter rivet selected.
(For the CKL rivet, check the tool air
pressure for the correct setting.)
When inserting the rivet in the tool and
the material, hold a slight pressure against
the head of the rivet.
Determine that the rivet is completely
driven before lifting the tool from the
rivet head. (The stem should snap.)
Check each rivet after the driving se-
quence has been completed for proper
stem breakage. (The rivet stem should
snap off even with the head of the rivet.)
Inspection
Visual inspection of the seating of the pin in the
manufactured head is the most reliable and simplest
means of inspection for mechanical lock rivets. If
the proper grip range has been used and the lock-
ing collar and broken end of the stem are approxi-
mately flush with the manufactured head, the rivet
has been properly upset and the lock formed. Insuf-
ficient grip length is indicated by the stem breaking
below the surface of the manufactured head. Exces-
sive grip length is indicated by the stem breaking
1 File a small flat
on rivet head
Note
Do steps 1, 2, and 3 only if rivet
is in a thin or resilient material.
lw
2 Centerpunch flat
tapered portion of
h forms the lock
5 Pry out remainder
through rivet head
FIGURE 546. Rivet removal.
183
Q well above the manufactured head. In either _ __
case, the J.?rkicg collar might not be seated prop-
erly, thus former?;; an unsatisfactory lock.
Removal Procedures
The mechanical lock rivet can easily be removed
by following the procedures illustrated in figure
5-66.
PULL-THRU RIVETS
This type of blind mechanically expanded rivet is
used as a tacking rivet to attach assemblies to hol-
low tubes, and as a grommet. It differs from the two
previously discussed rivets in that the stem pulls
completely through the sleeve of the rivet during
installation. Pull-thru rivets are structurally weak
because of the hollow center after installation is
completed. Methods and procedures for installation,
inspection, and removal are not discussed here be-
cause of the limited use for this type rivet in the
airframe field. Figure 5-67 illustrates a typical
pull-thru rivet before and after installation.
Before installation After instsllation
FIGURE 5-67. Pull-thru rivet.
RIVNUTS
Rivnut is the trade name of a hollow blind rivet
made of 6053 aluminum alloy, counterbored and
threaded on the inside. Rivnuts are installed by one
person using a special tool which heads the rivet on
the blind side of the material (figure 5-68). The
Rivnut is threaded on the mandrel of the heading
tool and inserted in the rivet hole. The heading tool
is held at right angles to the material; the handle is
squeezed, and the mandrel crank is turned clock-
wise after each stroke. Continue squeezing the han-
dle and turning the mandrel crank of the heading
tool until you feel a solid resistance, indicating that
the rivet is set.
Movable
handle
FIGURE 5-68. Rivnut heading tool.
All Rivnuts, except the thin head (0.048 in.)
countersunk type, are available with or without
small projections (keys) attached to the head to
keep the Rivnut from turning. Keyed Rivnuts are
used for service as a nut plate, whereas those with-
out keys are used for straight blind riveting repairs
where no torque loads are imposed. A keyway
cutter is needed when installing Rivnuts which have
keys (figure 549).
Tools used in the installation of Rivnuts include
the hand-operated heading tools, the pneumatic
power Rivnut driver, and the keyway cutter. All
heading tools have a threaded mandrel onto which
the Rivnut is threaded until the head of the Rivnut
is against the anvil of the heading tool.
Hand-operated heading tools are made in three
types: (1) Straight, (2) 45, and (3) 90. The
pneumatic power driving tools are made in two
types: (1) Lever throttle and (2) offset handle.
With the power tool, the threading, upsetting, and
withdrawal or unthreading, are accomplished by
compressed air through the manipulation of finger-
184
Radial dash marks Keyed Rivntxt
FIGURE 5-69. Keyed Rivnut and keyway cutter.
tip controls. The keyway cutter is for cutting key
ways only. In some instances, the keyway cutter
cannot be used because the material may be too
thick. If such is the case, use a small round file to
form the keyway.
The important factors to be considered in select-
ing Rivnuts are grip range, style of head, condition
of Rivnut end, and the presence or absence of a
key.
Proper grip length is the most important of these
conditions. The grip range of a Rivnut can he de-
termined from its number. For example, a 645 has
a maximum grip of 0.45 in. Note the procedure to
follow when determining the grip range. The total
thickness of the sheets shown in figure 5-70 is
0.052 in. By referring to the Rivnut aata chart in
figure S-70, we see that 6-75 is the grip length to
choose since the maximum grip length of the pre-
ceding size (645) is only 0.045 in. and would be
too short. The grip length of the 6-75 Rivnut
actually ranges from 0.045 in., the maximum length
of the preceding size (645), to 0.075 in., which is
the maximum grip length of the 6-75 Rivnut.
The objective when installing this type of rivet is
to pr6duce an ideal bulge on the blind side of the
work without distorting any of the threads inside
the Rivnut. In other words, be sure the bulge takes
place between the first thread of the rivet and the
lower edge of the riveted material. The space be-
tween the ideal bulge and the upper thread, where
the gripping takes place, is considered the grip
range.
When selecting head style, apply the same rules
as for solid shank rivet application. Select key-type
Rivnuts whenever screws are to be inserted, and use
closed-end Rivnuts only in special places, such as
sealed compartments of floats or pressurized com-
partments.
Drilling the holes for Rivnuts requires the same
precision as for solid shank rivets. The shank of the
Rivnut must fit snugly in the hole. To obtain the
best results for a flathead installation, first drill a
pilot hole smaller than the shank diameter of the
Rivnut and then ream it to the correct size.
If keyed Rivnuts are used, cut the keyway after
the hole has been reamed. In cutting the keyway,
bold the keyway cutter so that it makes a 90 angle
with the work. Also, cut the keyway on the side of
the hole away from the edge of the sheet, especially
when the Rivnut is used on the outside row. Oper-
ate the keyway cutter by inserting it in the hole and
squeezing the handles.
The use of flush Rivnuts is limited. For metal
which has a thickness greater than the minimum
grip length of the first rivet of a series, use the
machine countersink; for metal thinner than the
minimum grip length of the first rivet, use the dim-
pling process. Do not use the countersunk Rivnut
unless the metal is thick enough for machine coun-
tersinking, or unless the underside is accessible for
the dimpling operation.
For a countersunk Rivnut the sheets to be joined
can usually be machine countersunk. This method is
preferred because the bearing surface in a dimpled
hole in one sheet of average gage will normally
occupy the entire gripping surface of the Rivnut,
thus limiting its grip range to that of an anchored
nut only.
Fen installing Rivnuts, among the things to
check is the threaded mandrel of the heading tool to
see that it is free from burrs and chips from the
previous installation. Then screw the Rivnut on the
mandrel until the head touches the anvil. Insert the
Rivnut in the hole (with the key positioned in the
keyway, if a key is used) and hold the heading tool
at right angles to the work. Press the head of the
185
6-45
8-45
10-45
6845
8845
10845
6K45
8K45
1 OK45
6KB45
BKB45
lOKB45
6-75 6.100
8-75 a-100
1 o-75 10-100
6875
I
68100
8875 88100
10075 lOBlO
6K75 6KlOO
8K75 8KlOO
I OK75 IOKIOO
6KB75 6KBlOO
8KB75 8KblOO
1 OK875 IOKBlOO
Flar--O.32 Hood Thickness
1004.48 Head Thickness
6-91 6-121 6-l 46
B-91 e-121 8.146
10-91 10.121 lo-146
6B91 68121 68146
8891 ml21 8B146
10891 lOB121 100146
1004.63 Head ThIckmu
6-l 06
8-l 06
10.106
68106
81106
100106
6KI 06
BK106
lOK106
6KBlO6
BKBI 06
lOKB106
6-136
8.136 I
10.136
68136
8B136
108136
6Kl36
BKI 36
lOKl36
6KBl36
B.KB136
lOKBl36
6-161
8-161
10.161
611161
8B161
lOBl61
6Kl61
BK161
lOK161
6KB161
EKBI 61
lOKB161
FIGURE 5-70. Determining Rivnut grip length.
Rivnut tightly against the sheet while slowly squeea-
ing the handles of the heading tool together until
the Rivnut starts to head over. Then release the
handle, and screw the stud further into the rivnut.
This prevents stripping the threads of the Rivnut
before it is properly headed. Again squeeze the
handles together until the Rivnut heading is com-
plete. Now remove the stud of the heading tool from
the Rivnut by turning the crank counterclockwise.
The action of the heading tool draws the Rivnut
against the anvil, causing a bulge to form in the
counterbored portion of the Rivnut on the inacces-
sible side of the work. This bulge is comparable to
the shop head on an ordinary solid shank rivet. The
amount of squeeze required to head the Rivnut
properly is best determined by practice. Avoid
stripping the thread in the Rivnut.
The installation of a Rivnut is incomplete unless
it is plugged either with one of the plugs designed
for that purpose or with a screw used for attaching
purposes. A Rivnut does not develop its full
strength when left hollow.
Three types of screw plugs can be used: (1) The
100 countersunk screw plug, (2) the headless
screw plug, and (3) the thin ovalhead screw plug.
The 100 countersunk and the headless screw plugs
have either a Phillips or a Reed and Prince recess.
The oval head either has a common screwdriver
slot, a Phillips, or a Reed and Prince recess. All
screw plugs are made of high tensile strength SAE
steel and are cadmium plated.
The same tools are used for installation of the
splined Rivnut as for installation of the standard
types, but the pullup stud of the heading tool must
be adjusted to accommodate the longer shank.
DILL LOK-SKRUS AND LOK-RIVETS
Dill Lok-Skru and Lok-Rivet are trade names for
internally threaded rivets (two piece). They are
used for blind attachment of such accessories as
fairings, fillets, access door covers, door and win-
dow frames, floor panels, and the like. Lok-Skrus
and Lok-Rivets are similar to the Rivnut in appear-
ance and application. Lok-Skrus and Lok-Rivets,
however, come in three parts and require more
clearance on the blind side than the Rivnut to
accommodate the barrel.
Special hand- and air-operated power tools are
required for installation of Lok-Skrus. An inter-
changeable barrel blade fits into the blade handle
and is held in place by a set screw. The barrel
186
blade has a flattened portion which fits into a slot
in the end of the Lok-Skru barrel. The head driver
has projections which fit into recesses in the Lok-
Skru head. Head drivers and blades are inter-
changeable for use with various sizes and styles of
Lok-Skrus.
The drilling procedure for Lok-Skrus is identical
to that for common solid shank rivets. To install the
Lok-Skru, insert the Lok-Skru tool so that the blade
extends through the barrel slot and the driver sets
firmly in the head slot. Insert the fastener in the
drilled hole. Fit the ratchet handle assembly to-
gether and adjust the paw1 lever for proper ratchet
direction. Hold the ratchet handle stationary and
turn the barrel blade handle to the left until the
barrel is drawn firmly against the sheet on the
opposite side. Press the tool firmly against the Lok-
Skru to hold the tool blade and driver in the slots.
Stop turning the barrel handle when the Lok-
Skru barrel has been drawn against the sheet. Fi-
nally, tighten by an additional quarter turn or less
on the ratchet handle, drawing the head into the
sheet. This time, hold the blade handle stationary
while turning the ratchet handle. Test the tightness
of the installation with an ordinary 84n. screw-
driver which has been ground round on the end.
Attachments are made by using the attaching screw
and a regular screwdriver.
DEUTSCH RIVETS
The Deutsch rivet is a high-strength blind rivet
with a minimum shear strength of 75,000 p.s.i. and
can be installed by one man. This rivet consists of
two parts, a stainless steel sleeve and a hardened
steel drive pin. The pin and sleeve are coated with a
lubricant and a corrosion inhibitor.
A Deutsch rivet may be driven with an ordinary
hammer or a pneumatic rivet gun and a flathead set.
Seat the rivet in the previously drilled hole and
then drive the pin into the sleeve. If the Deutsch
rivet is driven into a tight hole, a hollow drift
punch should be used to seat the rivet against the
material. The punch should clear the drive pin and
rest against the head of the rivet to prevent prema-
ture expansion of the sleeve and head.
The driving action causes the pin to exert pres-
sure against the sleeve and forces the sides of the
sleeve out. This stretching forms a shop head on the
end of the rivet and provides a positive fastening
action for the fastener. The ridge on tbe top of the
rivet head locks the pin into the rivet as the last few
blows are struck.
The head of the Deutsch rivet should never be
shaved or milled. Milling or shaving will destroy
the locking action of the ring on top of the rivet
head.
Another feature of the Deutsch rivet is that it can
be installed without going all the way through the
second piece of material. However, this type of in-
stallation is not recommended unless the second
piece is very thick.
One. of the main restrictions to the use of the
Deutsch rivet is that no bucking tool is used to take
up the shock of driving. The structure where instal-
lation is made must be heavy and solid enough to
support the driving forces.
If a Deutsch rivet that extends through the mate-
rial is to be removed, use the same procedures used
to remove a solid shank rivet. The head can be
drilled off, and the pin can be driven out with a
drift punch slightly smaller than the diameter of the
drive pin. To drive the sleeve out of the material,
use a drive punch slightly smaller than the diameter
of the sleeve.
If the rivet does not extend through the material,
drill out the drive pin to approximately one-half its
depth. Then tap the hole and finish drilling out the
remainder of the pin. Next, insert a screw through
a spacer and tighten the screw into the sleeve. Con-
tinue tightening the screw until the sleeve is re-
moved.
HI-SHEAR RIVETS
Hi-Shear pin rivets are essentially threadless
bolts. The pin is headed at one end and is grooved
about the circumference at the other. A metal collar
is swaged onto the grooved end, effecting a firm
tight fit.
The proper length rivet may be determined by
part number or by trial. Part numbers for pin rivets
can be interpreted to give the diameter and grip
length of the individual rivets. A typical part num-
ber and an explanation of the terms are discussed
in Chapter 6, Hardware, Materials, and Processes,
in the Airframe and Powerplant Mechanics General
Handbook, AC 65-9A.
To determine correct grip length by trial, insert
the correct diameter rivet in the hole. The straight
portion of the shank should not extend more than
I/&, in. through the material, insert the correct diame-
ter rivet in the hole. The straight portion of the
shank should not extend more than 1/116 in. through
the material. Place a collar over the grooved end of
the rivet. Check the position of the collar.
187
The collar should be positioned so that the shear-
ing edge of the pin groove is just below the top of
the collar. It is permissible to add a 0.032.in. (ap
proximately) steel washer between the collar and the
material to bring the collar to the desired lacation.
The washer may be positioned on the rivet head
side of the material when using a flathead rivet.
Hi-Shear rivets are installed with standard buck-
ing bars and pneumatic riveting hammers. They
require the use of a special gun set that incorpo-
rates collar swaging and trimming and a discharge
port through which excess collar material is dis-
charged. A separate size set is required for each
shank diameter.
Prepare holes for pin rivets with the same care as
for other close tolerance rivets or bolts. At times, it
may be necessary to spot-face the area under the
head of the pin so that the head of the rivet can fit
tightly against the material. The spot-faced area
should be 1/1s in. larger in diameter than the head
diameter.
Pin rivets may be driven from either end. Proce-
dures for driving a pin rivet from the collar end
are :
(1) Insert the rivet in the hole.
(2) Place a bucking bar against the rivet
head.
(3) Slip the collar over the protruding rivet
end.
(4) Place previously selected rivet set and gun
over the collar. Align the gun so that it is
perpendicular to the material.
(5) Depress the trigger on the gun, applying
pressure to the rivet collar. This action
will cause the rivet collar to swage into
the groove on the rivet end.
(6) Continue the driving action until the
collar is properly formed and excess collar
material is trimmed off. (See figure 5-71.)
Procedures for driving a pin rivet from the head
end are :
(1) Insert the rivet in the hole.
(2) Slip the collar over the protruding end of
rivet.
(3) Insert the correct size gun rivet set in a
bucking bar and place the set against the
collar of the rivet.
(4) Apply pressure against the rivet head with
a flush rivet set and pneumatic riveting
hammer.
(5) Continue applying pressure until the
Hi-Shear rivet set
Insert stud and lace
bar against hea B -
Slip collar over stud and
place gun set against collar.
Apply pressure (collar
begins to deform).
Apply pressure until
collar is trimmed,
5 Remove bar and set,
FIGURE 5-71. Using pin rivet set.
collar is formed in the groove and excess
collar material is trimmed off.
Inspection
Pin rivets should be inspected on both sides of
the material. The head of the rivet should not be
marred and should fit tightly against the material.
Figure 5-72 illustrates acceptable and unacceptable
rivets.
Removal of Pin Rivets
The conventional method of removing rivets by
drilling off the head may be utilized on either end
of the pin rivet (figure 5-73). Center punching is
recommended prior to applying drilling pressure. In
some cases alternate methods may be more desirable
for particular instances.
Grind a chisel edge on a small pin punch to a
blade width of l/8 in. Place this tool at right angles
to the collar and drive with a hammer to split the
collar down one side. Repeat the operation on the
opposite side. Then, with the chisel blade, pry the
collar from the rivet. Tap the rivet out of the hole.
Use a special hollow punch having one or more
188
Acceptable rivets
Broken edge l/32-inch maximum
Protective shoulder
resisting overdrive
Normal
Slightly overdriven
Occurs in
maximum grip
Unacceptable rivets
More than l/32-inch
Underdriven collar - Do not remove,
but continue driving until collar trims.
Overdriven collar - Remove.
Pin too long - Remove Pin too short - Remove.
FIGURE 5-72. Pin rivet inspection.
blades placed to split the collar. Pry the collar from
the groove and tap out the rivet.
Grind a pair of nippers so that cutting blades will
cut the collar in two pieces, or use nippers at right
angles to the rivet and cut through the small neck.
A hollow-mill collar cutter can be used in a
power hand drill to cut away enough collar material
to permit the rivet to be tapped out of the work.
SPECIFIC REPAIR TYPES
Before discussing any type of a specific repair
that could be made on an aircraft, remember that
the methods, procedures, and materials mentioned
in the following paragraphs are only typical and
should not be used as the authority for the repair.
When repairing a damaged component or part, con-
sult the applicable section of the manufacturers
structural repair manual for the aircraft. Normally,
a similar repair will be illustrated, and the types of
material, rivets, and rivet spacing and the methods
and procedures to be used will be listed. Any addi-
1 Drill off head
or collar.
2 Tap rivet out
with punch,
A. Removing from head end
1 S lit collar with l/S-inch
K c isel and pry collar off.
2. Tap rivet out
with hammer.
B. Removing from collar end
FIGURE 5-73. Removal of pin rivets.
tional knowledge needed to make a repair will also
be detailed.
If the necessary information is not found in the
structural repair manual, attempt to find a similar
repair or assembly installed by the manufacturer of
the aircraft.
Smooth Skin Repair
Minor damage to the outside skin of an aircraft
can be repaired by applying a patch to the inside of
the damaged sheet. A filler plug must be installed in
the hole made by the removal of the damaged skin
area. It plugs the hole and forms a smooth outside
surface necessary for aerodynamic smoothness of
modem day aircraft.
The size and shape of the patch is .determined in
general by the number of rivets required in the
repair. If not otherwise specified, calculate the re-
quired number of rivets by using the rivet formula.
Make the patch plate of the same material as the
original skin and of the same thickness or of the
next greater thickness.
- Line of stress
1 I+ Trimmed hole
Draw parallel lines
I I I
iocati Ihis
Effective Effective
-al-=- - area -
I 1 I I I 1 I
I I Y I I I Y I I
I I
\r
c i BP ;;
14
.;
*
I I I Y Y
I I I I I I I I I
I ,
Locate rivets
Draw outline of patch
FIGURE 5-74. Elongated patch.
190
Elongated Octagonal Patch
Whenever possible, use an elongated octagonal
patch for repairing the smooth skin. This type of
patch provides a good concentration of rivets
within the critical stress area, eliminates dangerous
stress concentrations, and is very simple to lay out.
This patch may vary in length according to the
condition of the repair.
Follow the steps shown in the paper layout of
this patch (figure 5-74). First, draw the outline of
the trimmed-out damage. Then, using a spacing of
three to four diameters of the rivet to be used, draw
lines running parallel to the line of stress. Locate
the lines for perpendicular rows two and one-half
rivet diameters from each side of the cutout, and
space the remaining lines three-fourths of the rivet
pitch apart.
Locate the rivet spots on alternate lines perpen-
dicular to the stress lines to produce a stagger be-
tween the rows and to establish a distance between
rivets (in the same row) of about six to eight rivet
diameters. After locating the proper number of riv-
ets on each side of the cutout, add a few more if
necessary so that the rivet distribution will be uni-
form. At each of the eight corners, swing an arc of
two and one-half rivet diameters from each corner
rivet. This locates the edge of the patch. Using
straight lines, connect these arcs to complete the
layout.
Round Patch
Use the round patch for flush repairs of small
holes in smooth sheet sections. The uniform distri-
bution of rivets around its circumference makes it
an ideal patch for places where the direction of the
stress is unknown or where it is known to change
frequently.
If a two-row round patch is used (figure 5-75))
first draw the outline of the trimmed area on paper.
Draw two circles, one with a radius equal to the
radius of the trimmed area plus the edge distance,
and the other with a radius s/,-in. larger. Determine
the number of rivets to be used and space two-
thirds of them equally along the outer row. Using
any two adjacent rivet marks as centers, draw inter-
secting arcs; then draw a line from the point of
intersection of the arcs to the center of the patch.
Do the same with each of the other pairs of rivet
marks. This will give half as many lines as there are
rivets in the outer row. Locate rivets where these
lines intersect the inner circle. Then transfer the
layout to the patch material, adding regular outer
Approx 3/4N
transverse
pitch
FIGURE 5-75. Layout of a two-row round patch.
edge material of two and one-half rivet diameters to
the patch.
Use a three-row round patch (figure 5-76) if the
total number of rivets is large enough to cause a
pitch distance smaller than the minimum for a two-
row patch. Draw the outline of the area on paper;
then draw a circle with a radius equal to that of the
trimmed area plus the edge distance. Equally space
one-third of the required number of rivets in this
row. Using each of these rivet locations as a center,
draw arcs having a 3/4-in. radius. Where they inter-
sect, locate the second row rivets. Locate the third
row in a similar manner. Then allow extra material
of two and one-half rivet diameters around the out-
side rivet row. Transfer the layout to the patch
material.
FIGURE 5-76. Layout of a three-row round patch.
After laying out and cutting the patch, remove
the burrs from all edges. Chamfer the edges of all
external patches to a 45 angle and turn them
191
slightly downward so that they will fit close to the
surface (figure 5-77) .
Approx
l/ew
c
-1
t
2-l/2 D
FIGURE 5-77. Chamfering and turning edge.
Panel Repair
In aircraft construction, a panel is any single
sheet of metal c,qvering. A panel section is the part
of a panel between adjacent stringers and bulk-
heads. Where a section of skin is damaged to such
an extent that it is impossible to install a standard
skin repair, a special type of repair is necessary.
The particular type of repair required depends on
whether the damage is reparable outside the mem-
ber, inside the member, or to the edges of the panel.
Damage which, after being trimmed, has less than
eight and one-half manufacturers rivet diameters of
material inside the members requires a patch which
extends over the members, plus an extra row of
rivets along the outside of the members. For dam-
age which, after being trimmed, has eight and one-
half rivet diameters or more of material, extend the
patch to include the manufacturers row of rivets
and add an extra row inside the members. Damage
which extends to the edge of a panel requires only
one row of rivets along the panel edge, unless the
manufacturer used more than one row. The repair
procedure for the other edges of the damage follows
the previously explained methods.
s&ngest parallel adjacent seam.
Use original holes & add
as needed.
Rivet Symbols
l 3/w
l 5/32
A1/8
FIGURE 5-78. Panel skin patch.
192
The procedures for making all three types of
panel repairs are similar. Trim out the damaged
portion to the allowances mentioned in the preced-
ing paragraph. For relief of stresses at the corners
of the trim-out, round them to a minimum radius of
l/2 in. Lay out the new rivet row with a transverse
pitch of approximately five rivet diameters and
stagger the rivets with those put in by the manufac-
turer. See figure 5-78.
Cut the patch plate from material of the same
thickness as the original or the next greater thick-
ness, allowing an edge distance of two and one-half
rivet diameters. At the comers, strike arcs having
the radius equal to the edge distance. Chamfer the
edges of the patch plate for a 45 angle and form
the plate to fit the contour of the original structure.
Turn the edges downward slightly so that the edges
fit closely.
Place the patch plate in its correct position, drill
one rivet hole, and temporarily fasten the plate in
place with a fastener. Using a hole finder, locate the
position of a second hole, drill it, and insert a
second fastener. Then, from the back side and
through the original holes, locate and drill the re-
maining holes. Remove the burrs from the rivet
holes and apply corrosion protective material to the
contacting surfaces before riveting the patch into
place.
Stringer Repair
The fuselage stringers extend from the nose of
the aircraft to the tail, and the wing stringers ex-
tend from the fuselage to the wing tip. Surface con-
trol stringers usually extend the length of the con-
trol surface. The skin of the fuselage, wing, or
control surface is riveted to stringers.
Stringers may be damaged by vibration, corro-
sion, or collision. Damages are classified as negligi-
ble, damage reparable by patching, and damage
necessitating replacement of parts. Usually the dam-
age involves the skin and sometimes the bulkhead
or formers. Such damage requires a combination of
repairs involving each damaged member.
Because stringers are made in many different
shapes repair procedures differ. The repair may
require the use of preformed or extruded repair
material, or it may require material formed by the
airframe mechanic. Some repairs may need both
kinds of repair material.
When repairing a stringer, first determine the
extent of the damage and remove the rivets from the
surrounding area. Then remove the damaged area
by using a hacksaw, keyhole saw, drill, or file.
In most cases, a stringer repair will require the
use of all insert and splice angle. When locating the
splice angle on the stringer during repair, be sure
to consult the applicable structural repair manual
for the repair pieces position. Some stringers are
repaired by placing the splice angle on the inside,
whereas others are repaired by placing it on the
outside.
Extrusions and preformed materials are com-
monly used to repair angles and insertions or fillers.
If repair angles and fillers must be formed from flat
sheet stock, use the brake. It may be necessary to
use bend allowance and sight lines when making the
layout and bends for these formed parts. For re-
pairs to curved stringers, make the repair parts so
that they will fit the original contour.
When calculating the number of rivets to be used
in the repair, first determine the length of the
break. In bulb-angle stringers, the length of the
break is equal to the cross sectional length plus
three times the thickness of the material in the
standing leg (to allow for the bulb), plus the actual
cross sectional length for the formed stringers and
straight angles.
Substitute the value obtained, using the proce-
dure above as the length of the break in the rivet
formula, and calculate the number of rivets re-
quired. The rivet pitch should be the same as that
used by the manufacturer for attaching the skin to
the stringer. In case this pitch exceeds the maxi-
mum of 10 rivet diameters, locate additional rivets
between the original rivets. Never make the spacing
less than four rivet diameters.
When laying out this spacing, allow two and
one-half rivet diameters for edge distance on each
side of the break until all required rivets are lo-
cated. At least five rivets must be inserted on each
end of the splice section. If the stringer damage
requires the use of an insertion or filler of a length
great enough to justify more than 10 rivets, two
splice angles should usually be used.
If the stringer damage occurs close to a bulk-
head, cut the damaged stringer so that only the
filler extends through the opening in the bulkhead.
The bulkhead is weakened if the opening is en-
larged to accommodate both the stringer and the
splice angle. Two splice angles must be used to
make such a repair.
Because the skin is fastened to the stringere, it is
often impossible to drill the rivet holes for the re-
pair splices with the common air drill. These holes
can be drilled with an angle drill. When riveting a
stringer, it may be necessary to use an offset rivet
set and various shaped bucking bars.
Former or Bulkhead Repairs
Bulkheads are the oval-shaped members of the
fuselage which give form to and maintain the shape
of the structure. Bulkheads or formers are often
called forming rings, body frames, circumferential
rings, belt frames, and other similar names. They
are designed to carry concentrated stressed loads.
There are various types of bulkheads. The most
common type is a curved channel formed from sheet
stock with stiffeners added. Others have a web made
from sheet stock with extruded angles riveted in
place as stiffeners and flanges. Most of these mem-
bers are made from aluminum alloy. Corrosion-re-
sistant steel formers are used in areas which are
exposed to high temperatures.
Bulkhead damages are classified in the same man-
ner as other damages. Specifications for each type
of damage are established by the manufacturer and
specific information is given in the maintenance
manual or structural repair manual for the aircraft,
Bulkheads are identified with station numbers,
which are very helpful in locating repair informa-
tion.
Repairs to these members are generally placed in
one of two categories: (1) One-third or less of the
cross sectional area damaged, or (2) more than
one-third of the cross sectional area damaged. If
one-third or less of the cross sectional area has been
damaged, a patch plate, reinforcing angle, or both,
may be used. First, clean out the damage and then
use the rivet formula to determine the number of
rivets required in order to establish the size of the
patch plate. For the length of the break, use the
depth of the cutout area plus the length of the
flange.
If more than one-third of the cross sectional area
is damaged, remove the entire section and make a
splice repair (figure S-79). When removing the
damaged section, be careful not to damage the sur-
rounding equipment, such as electrical lines, plumb-
ing, instruments, and so forth. Use a hand file,
rotary file, snips, or a drill to remove larger dam-
ages. To remove a complete section, use a hacksaw,
keyhole saw, drill, or snips.
Measure the length of break as shown in figure
5-79 and determine the number of rivets required
by substituting this value in the rivet formula. Use
the double shear value of the rivet in the calcula-
tions. The result represents the number of riveta to
be used in each end of the splice plate.
Most repairs to bulkheads are made from flat
sheet stock if spare parts are not available. When
fabricating the repair from flat sheet, remember
that the substitute material must provide cross sec.
tional tensile, compressive, shear, and bearing
strength equal to the original material. Never sub-
stitute material which is thinner or haa a cross
sectional area less than the original material.
Curved repair parts made from flat sheet must be in
the 0 condition before forming, and then must be
heat treated before installation.
Longeron Repair
Generally, longerons are comparatively heavy
members which serve approximately the same func-
tion as stringers. Consequently, longeron repair is
similar to stringer repair. Because the longeron is a
heavy member and more strength is needed than
with a stringer, heavy rivets will be used in the
A A
I
It+
L=F+W+F
Or
=2F+W
LW+
Q
9
e Cross section of stringer
F
FIGURE 5-79. Determining length of break.
194
repair. Sometimes bolts are used to install a longe-
ron repair; but, because of the greater accuracy
required, they are not as suitable as rivets. Also,
bolts require more time for installation.
If the longeron consists of a formed section and
an extruded angle section, consider each section
separately. Make the longeron repair as you would
a stringer repair. However, keep the rivet pitch
between four- and six-rivet diameters. If bolts are
used, drill the bolt holes for a light drive fit.
Spar Repair
The spar is the main supporting member of the
wing. Other components may also have supporting
members called spars which serve the same function
as the spar does in the wing. Think of spars as the
hub or base of the section in which they are
located, even though they are not in the center. The
spar is usually the first member located during the
construction of the section, and the other compo-
nents are fastened directly or indirectly to it.
Because of the load the spar carries, it is very
important that particular care be taken when repair-
ing this member to ensure that the original strength
of the structure is not impaired. The spar is so
constructed that two general classes of repairs, web
repairs and cap strip repairs, are usually necessary.
For a spar web butt splice, first clean out the
damage; then measure the full width of the web
section. Determine the number of rivets to be placed
in each side of the splice plate by substituting this
value for the length of break in the rivet formula,
Prepare an insert section of the same type material
and thickness as that used in the original web.
Make a paper pattern of the rivet layout for the
splice plate using the same pitch as that used in the
attachment of the web to the cap strip. Cut the
splice plates from sheet stock having the same
weight as that in the web, or one thickness heavier,
and transfer the rivet layout from the paper pattern
to the splice plates.
Give all contacting surfaces a corrosion-resistant
treatment and rivet the component parts of the re-
pair into place. The rivets used in attaching the
insert section to the cap strips are in addition to
those calculated for attaching the splice plates. Re-
place all web stiffeners removed during the repair.
An exploded view of a spar web butt splice is
shown in figure S-80.
T
Top view of butt splice
FIGURE 5-80. Spar web butt splice.
195
When making a spar web joggle splice, no splice
plates are needed. Instead, form the web repair
section so that it overlaps the original web su5-
ciently to accommodate the required number of riv-
ets. Make a joggle in each end of the repair section
so that the repair piece contacts the cap strips to
which it is riveted. Rivet calculation for this repair
is similar to that described for butt splicing.
Many forms of cap strips are used in aircraft
manufacturing, and each equires a distinct type of
repair. In calculating the number of rivets required
in an extruded T-spar cap strip repair, take the
width of the base of the T, plus the length of the leg
as the length of the break, and use double shear
values.
Place one-fourth of the required number of rivets
in each row of original rivets in the base of the
T-section. Locate them midway between each pair
of the original rivets. Locate the remainder of the
rivets along the leg of the T-section in two rows.
Consider all original rivets within the area of the
splice as part of the required rivets.
Make the filler piece of a similar piece of T-sec-
tion extrusion or of two pieces of flat stock. It is
possible to make the splice pieces of extruded angle
material or to form them from sheet stock; in either
case, they must be the same thickness as the cap
strip. Figure S-81 shows an exploded view of a
Insert
FIGURE 581. T-spar cap strip repair.
T-spar cap strip repair. The rivets used in the leg of
the cap strip may be either the round-, flat-, or
brazier-head type; but the rivets used in the base
must be the same type as those used in the skin.
The repair of milled cap strips is limited to dam-
ages occurring to flanges. Damages beyond flange
areas require replacement of the entire cap strip. To
make a typical flange repair, substitute the depth of
the trimmed-out area as the length of break in the
rivet formula and calculate the number of rivets
required. Form a splice plate of the required length
and drill it to match the original rivet layout. Cut
an insert to fit the trimmed-out area and rivet the
repair in place. If the trimmed-out area is more
than 4 in. in length, use an angle splice plate to
provide added strength.
Rib and Web Repair
Web repairs can be generally classified into two
types: (1) Those made to web sections considered
critical, such as those in the wing ribs, and (2)
those considered less critical, such as those in eleva-
tors, rudders, flaps, and the like. Web sections must
be repaired in such a way that the original strength
of the member is restored.
In the construction of a member using a web
(figure S-82)) the web member is usually a light-
gage aluminum alloy sheet forming the principal
depth of the member. The web is bounded by heavy
aluminum alloy extrusions known as cap strips.
These extrusions carry the loads caused by bending
Cap strip stiffeners
Depth
Web
\
c c c 5 c c c
FIGURE 5-82. Construction of a web member.
L
t
J-l
-
196
I-
Stamped beads
1 I
FIGURE 5-83. Stamped beads in a web.
and also provide a foundation for attaching the
skin. The web may be stiffened by stamped beads,
formed angles, or extruded sections riveted at regu-
lar intervals along the web.
The stamped beads (figure S-83) are a part of
the web itself and are stamped in when the web is
made. Stiffeners help to withstand the compressive
loads exerted upon the critically stressed web mem-
bers.
Often ribs are formed by stamping the entire
piece from sheet stock. That is, the rib lacks a cap
strip, but does have a flange around the entire
piece, plus lightening holes in the web of the rib.
Ribs may be formed with stamped beads for stiff-
eners, or they may have extruded angles riveted on
the web for stiffeners.
Most damages involve two or more members;
however, it may be that only one member is dam-
aged and needs repairing. Generally, if the web is
damaged, all that is required is cleaning out the
damaged area and installing a patch plate.
The patch plate should be of sufficient size to
ensure room for at least two rows of rivets around
the perimeter of the damage; this will include
proper edge distance, pitch, and transverse pitch for
the rivets. The patch plate should be of material
having the same thickness and composition as the
original member. If any forming is necessary when
making the patch plate, such as fitting the contour
of a lightening hole, use material in the 0 condi-
tion and then heat treat it after forming.
Damage to ribs and webs which require a repair
larger than a simple plate will probably need a
patch plate, splice plates, or angles and an inser-
tion. To repair such a damage by forming the nec-
essary parts may take a great deal of time; there-
fore, if damaged parts which have the necessary
areas intact are available from salvage, use them.
For example, if an identical rib can be located in
salvage and it has a cracked web but the area in
question is intact, clean out the damaged area; then
cut the repair piece from the rib obtained from
salvage. Be sure to allow plenty of material for
correct rivet installation. Using a part from salvage
will eliminate a great deal of hard work plus the
heat-treating operation needed by a new repair
piece.
leading Edge Repair
The leading edge is the front section of a wing,
stabilizer, or other airfoil. The purpose of the lead-
ing edge is to streamline the forward section of the
wings or control surfaces so that the airflow is
effective. The space within the leading edge is some-
times used to store fuel. This space may also house
extra equipment such as landing lights, plumbing
lines, or thermal anti-icing systems.
The construction of the leading edge section var-
ies with the type of aircraft. Generally, it will con-
sist of cap strips, nose ribs, stringers, and skin. The
cap strips are the main lengthwise extrusions, and
they stiffen the leading edges and furnish a base for
the nose ribs and skin, They also fasten the leading
edge to the front spar.
The nose ribs are stamped from aluminum alloy
sheet. These ribs are U-shaped and may have their
web sections stiffened. Regardless of their design,
their purpose is to give contour to the leading
edge.
Stiffeners are used to stiffen the leading edge and
supply a base for fastening the nose skin. When
fastening the nose skin, use only flush rivets.
Leading edges constructed with thermal anti-icing
systems consist of two layers of skin separated by a
thin air space. The inner skin, sometimes corru-
gated for strength, is perforated to conduct the hot
air to the nose skin for anti-icing purposes.
Damage to leading edges are also classified in the
same manner as other damages. Damage can be
caused by contact with other objects, namely, peb-
bles, birds in flight, and hail. However, the major
197
cause of damage is carelessness while the aircraft
is on the ground.
A damaged leading edge will usually involve sev-
eral structural parts. Flying-object damage will
probably involve the nose skin, nose ribs, stringers,
and possibly the cap strip. Damage involving all of
these members will necessitate installing an access
door to make the repair possible. First, the dam-
aged area will have to be removed and repair proce-
dures established. The repair will need insertions
and splice pieces. If the damage is serious enough,
it may require repair of the cap strip and stringer,
a new nose rib, and a skin panel. When repairing a
leading edge, follow the procedures prescribed in
the appropriate repair manual for this type of re-
pair.
Trailing Edge Repair
A trailing edge is the rearmost part of an airfoil,
found on the wings, ailerons, rudders, elevators,
and stabilizers. It is usually a metal strip which
forms the shape of the edge by tying the ends of a
rib section together and joining the upper and
lower skins. Trailing edges are not structural mem-
bers, but they are considered to be highly stressed
in all cases.
Damage to a trailing edge may be limited to one
point or extended over the entire length between
two or more rib sections. Besides damage resulting
from collision and careless handling, corrosion
damage is often present. Trailing edges are particu-
larly subject to corrosion because moisture collects
or is trapped in them.
Thoroughly inspect the damaged area before
starting repairs, and determine the extent of dam-
age, the type of repair required, and the manner in
which the repair should be performed. When mak-
ing trailing edge repairs, remember that the re-
paired area must have the same contour and be
made of material with the same composition and
temper as the original section. The repair must also
be made to retain the design characteristics of the
airfoil.
Damage occurring in the trailing edge section
between the ribs can be repaired as shown in figure
S-84. Cut out the damaged area and make a filler of
either hardwood, fiber, or cast aluminum alloy to fit
snugly inside the trailing edge. Then make an insert
piece of the same material as the damaged section
and shape it to match the trailing edge. Assemble
the pieces as shown and rivet them into place using
countersunk shop
Insert
countersunk rivets and forming
heads to get a smooth contour.
FL-&r
FIGURE 5-84. Trailing edge repair between ribs.
To repair damage occurring at or near a rib, first
remove sufficient trailing edge material to allow a
complete splice to fall between the ribs. This usually
requires two splices joined by an insert piece of
similar trailing edge material or of formed sheet
stock. The repair procedure is similar to that for
damage between ribs. Figure 5-85 shows this type
of repair.
STRUCTURAL SEALING
Various areas of airframe structures are sealed
compartments where fuels or air must be confined.
Some of these areas contain fuel tanks; others con-
sist of pressurized compartments such as the cabin.
Because it is impossible to seal these areas com-
pletely airtight with a riveted joint alone, a sealing
compound or sealant must be used. Sealants are
also used to add aerodynamic smoothness to ex-
posed surfaces such as seams and joints in the
wings and fuselage.
Three types of seals are ordinarily used. Rubber
seals are installed at all points where frequent
breaking of the seal is necessary, such as emergency
exits and entrance doors. Sealing compounds are
used at points where the seal is seldom broken
198
FIGURE 545. Trailing edge repair near a rib.
except for structural maintenance or part replace-
ment, as with riveted lap and butt seams. Special
seals are required for passing cables, tubing, me-
chanical linkages, or wires out of the pressurized or
sealed areas.
Wires and tubes are passed through pressure
bulkheads by using bulkhead fittings such as
cannon plugs for wiring and couplings for tubing.
These fittings are sealed to the bulkhead and the
wires and tubes are fastened to them from each
side. All seals of moving components such as flight
controls are subject to wear and utmost care must
be used when they are installed. Also, they must be
checked regularly.
Determining Sealant Defects
Pressure tightness of an area or section is
checked before and after a repair is made. Ground
pressurization is accomplished by filling the section
with air from an external source through ground
pressure test fittings.
With the sections pressurized to a given pressure,
locate leaks on the outside of the aircraft by apply-
mg a soapless bubble solution to all seams and
joints in the suspected area. Air bubbles will locate
the general area of leakage. A specific leak is then
isolated on the inside of the aircraft by passing the
free end of a stethoscope or similar listening device
along the seams in the leakage area. The leak can
be detected by the change in sound when the instru-
ment passes over it. After completing the test, re.
move the soapless bubble solution from the outside
of the aircraft by washing with clear water to pre-
vent corrosion.
Here are a few precautionary measures to follow
during the testing procedure just discussed. With
personnel inside, the area should never be pressur-
ized to a pressure higher than has previously been
established during testing with the section empty.
No person who has a cold or who has recently had
one, or whose sinuses are impaired in any way,
should work in the pressurized section. A qualified
operator should be present at the pressurization
equipment control panel at all times while the seem
tion is being pressurized.
Pressurization may not always be necessary to
determine defectively sealed areas. Sealants should
be repaired when:
(1)
(2)
(3)
(4)
(5)
Sealants have peeled away from the struc-
ture.
Seams are exposed through the sealant
fillet.
Fillet- or hole-filling sealant is exposed
through the smooth overcoating.
Sealant is damaged by the removal and
re-installation of fasteners, access doors,
or other sealed parts.
Cracks or abrasions exist in the sealant.
Sealant Repair
All surfaces which are to be sealed must be
cleaned to ensure maximum adhesion between the
sealant and the surface. Loose foreign material can
be removed by using a vacuum cleaner on the af-
fected area. Scrape all the old sealant from the
repair area with a sharp plastic, phenolic, or hard-
wood block to prevent scratches, and apply a strip
per and a cleaner.
The cleaner should not be allowed to dry on a
metal surface, but should be wiped dry with clean
rags. Do not remove the cleaner with soiled rags
since the metal surface must be free of all dirt,
grease, powder, and so forth. The surface can be
checked for cleanliness by pouring water over it
after being wiped dry of the cleanser. If the surface
199
is not free of oily film, the water will separate into
small droplets.
Be extremely careful to protect any undamaged
sealant and acrylic plastics from the stripper com-
pound. If artificial lighting is used when the repair
is made, be sure the light is of the explosion proof
type. Wear clothing which affords adequate protec-
tion from the stripper and cleaner so that these
chemicals cannot contact the skin. Provide adequate
ventilation in the work area. Personnel should wear
a respirator when working in an enclosed area.
It may be necessary to replace rubber seals peri-
odically to ensure tight door closure. Seals of this
type should be replaced any time there is any de-
gree of damage. Such a seal is usually not reparable
because it must be continuous around the opening.
To remove the old seal, remove all the seal retai-
ners from the frame and then pull off the old seal.
Use aliphatic naphtha and clean rags to clean the
frame on which the new seal is to be cemented.
Cleaning should be done immediately before sealer
installation. Then, using a clean paint brush, apply
an even coat of rubber cement upon the metal parts
and the seal surfaces which are to be joined.
Allow the rubber cement to dry until it becomes
quite sticky. Then join the seal to the metal by
pressing it firmly along all contact points. Install
the seal retainers and allow the seal to set for at
least 24 hrs. before using.
Toluene may be used for cleaning brushes and
other equipment used in applying rubber cement. If
the rubber cement needs thinning, use aliphatic
naphtha.
Seals on pressurized sections must be able to
withstand a certain amount of pressure. Therefore,
damage to the seals in the compartment or section
must be repaired with this question in mind: Can it
withstand the pressures required? Pressure sealing
must be performed on the pressurized side of the
surface being sealed. Make sure that all areas are
sealed before completing further assembly opera-
tions which would make the area inaccessible.
Sealing compounds should be applied only when
the contacting surfaces are perfectly clean. The
compound should be spread from the tube by a
continuous forward movement to the pressure side
of the joint. It is advisable to start the spreading of
the compound 3 in. ahead of the repair area and
continue 3 in. past it. If the compound is in bulk
form, apply it with a pressure gun. Two coats or
layers of compound are often required. If this is
necessary, let the first application cure before the
second is applied. Allow the compound to cure until
it becomes tough and rubbery before joining the
surfaces.
Curing time varies with temperature. High tem-
peratures shorten the curing time and low tempera-
tures lengthen it. Artificial heat may be used to
speed up curing, but care must be used to avoid
damaging the sealant with too high a temperature.
Warm circulating air, not over 120F., or infrared
lamps placed 18 in. or more from the sealants are
satisfactory heat sources. If infrared lamps are
used, adequate ventilation must be provided to
carry away the evaporated solvents.
Sealing compounds are most generally used on
seams and joints, but they may also be used to fill
holes and gaps up to 1/1s in. wide.
Impregnated zinc chromate tape is sometimes
used between seams and joints. Sealing tape is also
used as a backing strip over holes and gaps which
are r/r6 to l/z in. in width. The tape is applied over
the opening on the pressure side, and a fillet of
sealing compound is applied over the tape. Holes
and gaps over 3/le in. in width are usually plugged
with wood, metal caps, or metal plugs on the pres-
sure side of the area; then, impregnated tape and
sealing compound are applied over the repair.
Be sure that all forming, fitting, and drilling op-
erations have been completed before applying the
tape. With the repair surface area clean, unroll the
tape with the white cloth innerleaf away from the
metal surface. Leave the innerleaf on the tape until
just before the parts are assembled. There must be
no wrinkles in the tape, and the parts must be
joined together with the least possible amount of
sideways motion.
The application of putty sealant is similar to that
of sealing compounds. A spatula or sharp-pointed
plastic, phenolic, or hardwood block is sometimes
used to force and pack the putty into the gaps or
seams. Clean the gap or seam with compressed air
before applying the putty to the pressure side.
Rivets, bolts, or screws do not always seal prop-
erly when used in these critical areas or sections.
When pressure leaks occur around the fasteners,
they should be removed and replaced. The holes
should be filled with sealing compound and new
fasteners installed. Remove excess sealant as soon as
possible to avoid the difficulty encountered after it
becomes cured.
METAL BONDED HONEYCOMB
The introduction of bonded honeycomb (sand-
wich construction) members in airframe design and
200
manufacture came as a major breakthrough in the
search for a more efficient type of structure. Be
cause bonded honeycomb structures are manufac-
tured and perform their jobs in a manner different
from the previously used and more familiar conven-
tional structures, new attitudes and methods of re-
pair had to be developed with respect to the advan-
tages, limitations, and physical peculiarities.
CONSTRUCTION FEATURES
Sandwich construction design is governed by the
intended use of the panel or structure. It can be
defined as a laminar construction consisting of a
combination of alternating dissimilar materials, as-
sembled and fixed in relation to each other so that
the properties of each can be used to attain specific
structural advantages for the whole assembly.
Sandwich-constructed assemblies can be found in
a, variety of shapes and sizes on modern aircraft.
They may consist of a whole section or a series of
panels combined into an assembly. Sandwich-con-
structed assemblies are used for such areas as bulk-
heads, control surfaces, fuselage panels, wing
panels, empennage skins, radomes, or shear webs.
Figure 5-86 illustrates a section of bonded hon-
eycomb. The honeycomb stands on end and sepa-
rates facings which are bonded to the core by
means of an adhesive or resin. This type of con-
struction has a superior strength/weight ratio over
that of conventional structures. Also, it is better
able to withstand sonic vibration, has relatively low
cost when compared with fastener cost and installa-
tion of conventional structures, reduces the number
of parts needed, and greatly reduces sealing prob-
lems while increasing aerodynamic smoothness.
FIGURE 5-86. Bonded honeycomb section.
Special applications of metal-bonded honeycomb
may employ stainless steel, titanium, magnesium,
plywood, resin-impregnated paper, glass, nylon, or
cotton cloth in various combinations.
DAMAGE
Causes of Damage
The majority of damages to bonded honeycomb
assemblies result from flight loads or improper
ground handling. Honeycomb structures may also
be damaged by sonic vibrations. Such damage is
usually a delamination or separation of the core
and face along the bond line. (The bond line is the
thin line of adhesive between the core and the face
that holds the two together.) Occasionally the core
may collapse.
Damage Inspection
Inspection for damage is more critical for honey
comb assemblies than for conventional structures. A
honeycomb structure can suffer extensive damage
without any observable indication. Sonic vibration,
liquid leakage, internal condensation, or a misstep
in manufacture or repair can cause or result in
varied amounts of delamination.
The metallic ring test is the simplest way to in-
spect for delamination damage. When a coin (25-
cent piece) is lightly bounced against a solid struc-
ture, a clear metallic ring should be heard. If de-
lamination is present, a dull thud will be heard. A
1-0~. aluminum hammer makes an excellent tool for
this type of inspection.
Occasionally, the delaminated skin will oilcan
away from the core, making visual or thumb pres-
sure detection possible. Punctures, dents, scratches,
cracks, or other such damage may be inspected by
conventional methods. Scratches should be given
special attention since, with such thin material as
that used in the metal bonded honeycomb, the
scratch may actually be a crack.
A caustic soda solution can be used for testing
scratches on aluminum surface panels. If the scratch
area turns black after the application of a small
amount of the solution, the scratch has penetrated
through the clad surface. Caustic soda solutions are
highly corrosive and must be handled with extreme
care. Thoroughly neutralize the area after applica-
tion of the solution.
Two additional instruments used in damage
inspection of bonded panels are the panel inspection
analyzer and the borescope.
Damage Evaluation
After inspections on metal bonded honeycomb
structures are completed, any damage found must
be evaluated to determine the type of repair needed
to make the structure serviceable.
201
Damage to aluminum honeycomb structures can
vary from minor dents or scratches to total panel
destruction. Damage evaluation charts for honey-
comb structures can be found in the applicable sec-
tion of the structural repair manual for the specific
aircraft. The charts specify types of damage, allow-
able damage, damage requiring repair, and figure
numbers that illustrate similar repairs for each type
of damage.
Once the type of repair is determined, procedures
outlined in the structural repair manual should be
rigidly followed.
REPAIRS
Recommendations for the type of repair to make
and the methods or procedures to use vary among
the different aircraft manufacturers. Tools, materi-
als, equipment, and typical repairs that might be
made on metal bonded honeycomb structures will be
discussed in the following paragraphs.
Tools and Equipment
Effective repairs to bonded honeycomb assemblies
depend largely on the knowledge and skill of the
airframe mechanic in the proper use and mainte-
nance of the tools and equipment used in making
bonded honeycomb repairs. The design and high
quality of workmanship built into these tools and
equipment make them unique in the repair of
bonded honeycomb assemblies. Therefore, it is es-
sential that the techniques and procedures estab-
lished for each tool or piece of equipment be known
and practiced. Both personal injury and additional
damage to the area being repaired can then be
avoided.
Router
The primary tool used to prepare a damaged
honeycomb area for repair is a pneumatically pow-
ered, hand-operated router with speeds ranging
from 10,000 to 20,000 r.p.m. The router is used in
conjunction with the support assembly, bit, and
template as shown in figure 5-87.
The router support assembly threads onto the
router body. It has provisions to adjust the desired
depth of the cut with a locking (clamping nut)
mechanism which secures the depth adjustment in
place. One complete turn of the support adjustment
changes the depth of cut approximately 0.088 in.
Metal-cutting, 1/,-in. mill bits are used with the
router for removing the damaged areas. The router
bits should be kept sharp, clean, and protected
against nicks, breakouts, or other damages.
FIGURE 5-87. Router, support assembly, and template.
Router templates are used as guides when remov-
ing damaged honeycomb areas with a router. They
can be designed and manufactured to the desired
sizes, shapes, or contours of the repair. As an exam-
ple, the multi-template (figure 5-88) can be used as
a guide when cutting holes from 4/2 in. to 6 in. in
diameter. For larger holes, a template can be manu-
factured locally from aluminum alloy 0.125~in.
thick, whereas smaller holes can be cleaned out
without the use of a template. The multi-templates
should be kept clean and lightly oiled to prevent
rusting and to maintain smooth operation during
their use.
A routing template may be applied to a flat sur-
face using the following procedures:
FIGURE 5-88. Multi-template.
(1) Apply double-backed tape to the edge or
rim of the routing template.
(2) Place the template, centering the desired
cutout guide hole directly over the dam-
aged area.
(3) Press the template firmly down over the
double-backed tape, making sure that it is
secured in place; this will avoid any
creeping or misalignment of the template
during the routing operation.
A routing template may be applied to a tapered
surface by using the follwoing procedures:
(1) Manufacture a bridge consisting of two
wooden wedge blocks at least 6 in. long
and with approximately the same degree
of angle as that of the panel. (See figure
5-89.)
(2) Apply a strip of double-backed tape to one
side of each wedge block.
(3) Place a wedge block on each side of the
damaged area in a position that will
bridge and support the template properly
during the routing operation.
(4) Press the wedge blocks firmly in place.
(5) Place another strip of double-backed tape
on the top side of each wooden wedge
block.
(6) Place and align the template over the
wedge blocks, thus avoiding any creeping
or misalignment of the template during
operation.
Routing template
Bridge
facing
FIGURE 5-89. Wedge blocks and application.
Routing of Damaged Areas
When the extent of damage and type of repair
have been determined, the proper size hole of the
router template must be located around the dam-
aged area in such a way that it will ensure that all
the damage will be removed. The double-backed
tape is used to secure the template to the surfaces
around the damaged area, thus preventing creeping
or misalignment of the template.
The router bit should be adjusted and set for the
approximate depth required to remove the damaged
area. During the routing operations, the router
should be firmly gripped with both hands to prevent
it from jumping or creeping. When the router is not
in use, it should be disconnected from the air hose
and stored properly until it is to be used again.
The following procedures for the removal of dam-
aged bonded honeycomb areas are typical of those
used by the various airframe manufacturers. Always
follow the repair techniques specified by the appli-
cable aircraft manufacturer.
(1) Determine the extent of the damage.
(2) Set up and adjust the router, router sup-
port assembly, and end-cutting mill bit for
the removal of the damaged area.
(3) Select a routing template and position the
template over the repair area according to
procedures outlined in the discussion on
templates.
203
(4) Attach the routers air intake plug in the
socket of the air supply.
(5) Accomplish the routing operation.
(4
(b)
(c)
(d)
(e)
(0
(Is)
(h)
(i)
(j)
Use face shield or goggles for eye pro-
tection against flying materials re-
moved.
Place the air hose over the shoulder.
Holding the router firmly and at a 45
angle to the surface, place one edge of
the router support assembly against the
edge of the routing template.
Start the router by depressing the
control lever.
Carefully, but firmly, lower the end-cut-
ting mill bit into the material as close as
possible to the center of the damaged
area to be removed.
Straighten the router to be perpendicu-
lar to the surface.
Holding the router firmly, spiral it
clockwise to the outer limits of the tem-
plates guide hole, removing all the
damaged material.
Release the control lever, allow the rou-
ter to stop, and remove it from the hole.
Disconnect the router from the air sup-
PlYa
Check the damaged area removed. If
additional removal is required, adjust
the routers cutting depth and repeat
routing operation.
(6) Upon completion of the routing operation,
disconnect and clean the routing equip-
ment.
During the routing operations, the aluminum
core cells of a damaged honeycomb area tend to
bend or close up. Therefore, they must be opened
with tweezers and a pen knife before any further
attempts to repair are made. At times, the core cells
must be trimmed with a pen knife to the shape of
the repair hole.
Pressure Jigs
Pressure jigs are used to apply pressure to re-
pairs on the under surfaces of honeycomb panels or
assemblies to hold the repair materials and resins in
place. The pressure is maintained on the repair area
until the repair material is cured.
C-clamps, locally manufactured jigs, or vacuum
fixtures may be used to apply the necessary pres-
sure to bonded honeycomb repairs.
The surfaces around the repair area must be ab-
solutely clean and free of any foreign materials to
ensure a good vacuum when vacuum fixtures or
suction types of equipment are used. An application
of water or glycerin to the surface areas will aid in
obtaining a good vacuum. Normal cleaning, care,
and corrosion prevention will maintain the above
equipment in good working condition.
Infrared Heat lamps
Infrared heat lamps are used to shorten the
curing time of bonded honeycomb repairs from ap
proximately 12 hrs. to 1 hr. A single-bulb lamp will
adequately cure a repair up to 6 in. in diameter,
but a large repair may require a battery of lamps to
ensure uniform curing of the repair area.
The lamps should be centered directly over the
repair at a distance of about 30 in. The setup is
ideal to attain the recommended 130 F. curing
temperature, provided the surrounding areas are at
room temperature (70 F.) . Warmer or colder sur-
rounding areas will require that the heat lamps be
adjusted to the prevailing condition. Caution must
be used when working under extremely cold condi-
tions, since a temperature differential of 150 or
more will cause buckling of the surrounding skin
surfaces because of thermal expansion.
As with any ordinary light bulbs, the infrared
bulbs require little or no maintenance; however, the
support stands, wiring, and switches should be han-
dled carefully and maintained properly.
Fire Precautions
The potential of a fire hazard generally exists in
the area of bonded honeycomb repairs because of
the low flash point of the repair materials, such as
cleaning solvents, primers, and resins. Therefore, it
is necessary that all fire precautions be observed
closely. Certain fire safety prevention equipment,
such as utility cans, flammable-waste cans, and
vapor- and explosion-proof lights, should be used.
With the potential of fire hazards in a honey-
comb repair area, it is necessary to make sure that
a suitable fire extinguisher is on hand or is located
nearby and ready for use, if necessary. Th? extin-
guishing agents for all the materials used in bonded
honeycomb repairs are dry chemicals or carbon
dioxide; thus, the standard CO2 fire extinguishers
should be on hand for use in areas where bonded
honeycomb structures will be repaired.
Handtools and Equipment
In addition to the tools and equipment described
204
in the preceding paragraphs, standard handtools
and shop equipment are utilized in the repair of
bonded honeycomb structures. Standard handtools
and shop equipment used in the shop include an
airframe mechanics tool kit, face shields, scissors,
power shear, drill press, horizontal and vertical belt
sanders, contour metal-cutting saw, and pneumatic
hand drills. The general uses and maintenance of
these standard tools and equipment should be famil-
iar to any airframe mechanic.
REPAIR MATERIALS
Cleaning Solvents
Before any repair is made to a bonded honey-
comb structure, an area extending several inches
away from the damage must be cleaned thoroughly
of all paint or surface coating. This is best accom-
plished by the use of paint remover or MEK (meth-
yl-ethyl-ketone) cleaning solvent. In some cases, Al-
conox, a powerful wetting and detergent agent, may
be used for a final cleanup to remove any residue
or oils remaining after application of the paint re-
mover or the MEK cleaning solvent.
Paint removers are applied with a suitable size
brush. When the paint or surface coating has loos-
ened, it is either wiped off with a clean rag or
removed with a nonabrasive scraper. Paint remover
must not be allowed to enter the damaged area or
be used along a bonded joint or seam because its
chemical action will dissolve the bonding adhesive.
These areas should be masked and final cleanup
accomplished with the MEK cleaning solvent or
emery cloth. The MEK cleaning solvent and the
Alconox cleaning agent may be applied with a clean
sponge.
After a damaged area has been completely re-
moved, the surrounding surface areas must he thor-
oughly recleaned. This is accomplished by the use
of the MEK cleaning solvent and gauze sponges.
The MEK cleaning solvent is applied to the area
with one sponge and immediately wiped off with
another before it has had time to dry. This cleaning
process should be continued until the surface area
is lusterous in appearance and clean of any foreign
matter.
To determine whether an area is completely and
thoroughly clean, a water break test can be used.
This test is a simple application of a thin film of
distilled water to the cleaned area. Any break of
the applied thin film of distilled water will indicate
that the area has not been cleaned thoroughly
enough and the cleaning process must be repeated.
Safety precautions must be closely observed when
working with the above solvents, especially when
the work is overhead or when working in confined
areas. For personal protection, rubber gloves, face
shields, adequate ventilation, and respirators should
be worn. A CO* fire extinguisher should be on
hand or nearby and ready for use if necessary.
Primers
Primers are applied to the cleaned surface areas
primarily to ensure a good bond of the honeycomb
repairs. The primer is applied to the cleaned surface
areas with a clean gauze sponge or suitable brush.
It is recommended that the primer be applied as
rapidly as possible because it will become tacky in
10 to 15 sec., and it will pull and be ruined by any
further brushing. The primer will cure in approxi-
mately 1 hr. at room temperature; however, this
time may be reduced by the application of con-
trolled heat.
Adhesives and Resins
Two types of adhesives presently used in the re-
pairs of bonded honeycomb structures of some air-
craft are known as the type 38 adhesive and the
potting compound. The type 38 adhesive is applied
to glass fabric overlay repairs, and the potting com-
pound, as the name implies, to the potted compound
(hole filling) repairs. In addition, the type 38 adhe-
sive may be used as an alternate for the potting
compound by adding micro-balloons (microscopic
phenolic). The adhesives or potting compounds
are prepared according to a batch mix (amount
required for the repair) formula. The batch mix
should be measured by weight.
Accurate mixing of the adhesive ingredients by
batches is considered one of the more important
steps in the repair of bonded honeycomb structures.
The correct proportions of the epoxies, resins, and
micro-balloons to be mixed into batches, both hy
weight and/or by volume, are given in the applica-
ble section of the structural repair manual for the
specific aircraft.
Core Material
Fiberglass honeycomb core materials (3/1s in. cell
size) are usually used to replace the damaged alu-
minum cores of the bonded honeycomb structures.
Aluminum core materials are not satisfactory for
the repairs because of their flimsy and fragile struc-
ture. With this condition, it is impractical to cut the
aluminum core materials accurately to the desired
repair size. Fiberglass core materials are available
205
in various thicknesses and are easily and accurately
cut to size by the use of standard shop tools and
equipment.
Glass Fabrics
Glass fabrics used in the overlay repairs to
bonded honeycomb structures are manufactured
from glass. The glass is spun into fibers which are
in turn woven into a glass cloth with a variety of
weaves.
Glass fabric cloth must be handled with care,
stored properly, and be perfectly clean (free of any
dirt, moisture, oil or other contaminants which may
cause imperfect adhesion of the adhesives with
which it is impregnated). Snags and sharp folds in
the cloth will cause its strands to break, resulting in
a local strength loss in the finished repair. Exposure
to or contact with the glass fabric, dust, or particles
may cause bodily itching or irritation.
Erosion and Corrosion Preventives
Two coatings of preventives are applied to the
bonded honeycomb structure repairs to protect the
areas against erosion and corrosion. The first is two
layers of zinc chromate, preferably sprayed onto the
repair area. The second is two layers of aluminum
pigmented Corrogard (EC&Q), or equal, either
sprayed or brushed on with a 30-min. drying period
between each application. Both materials are ilam-
mable; therefore, the necessary fire precautions
should be observed.
POTTED COMPOUND REPAIR
The following techniques, methods, and proce-
dures are related to potted compound repairs and
are typical of those used on most bonded honey
comb structures. For all repairs, consult the applica-
ble section of the structural repair manual. The
manufacturers procedures should always be fol-
lowed.
Bonded honeycomb structure damages up to 1 in.
in diameter may be repaired by a hole-filling tech-
nique, using approved materials. The repair method
is commonly known as the potted compound re-
pair. It is the easiest and fastest method of repair-
ing a damaged area of a bonded honeycomb struc-
ture. However, be sure to follow the techniques,
methods, or procedures established for potted com-
pound repairs to avoid any further damage which
might result in a more complicated repair.
Potted compound repairs may be applied both to
single-face (one skin) and core damages, or to
double-face (two skins) and core damages. (See
figure 5-90.)
FIGURE 5-90. Typical potted compound repair areas.
Removal of Damage
Normally, no surface preparation is necessary
when performing potted compound repairs. Oily or
dirty surface areas to which multi-templates or pres-
sure jigs are attached with adhesive tapes should be
cleaned with any approved or recommended clean-
ing solvents, such as MEK.
Damages 1/ in. or less in diameter can be satis-
factorily removed with a twist drill. The multi-tem-
plate and a high-speed router (10,000 to 20,ooO
r.p.m.) should be employed in the removal of dam-
aged areas for potted compound repairs up to 1 in.
in diameter. The amount of material removed by
either method must be kept to a minimum to main-
tain as much of the original strength of the panel or
structure as possible. Always use a face mask or
protective glasses when using the router to remove
damaged materials.
Repair Techniques
After a damaged area has been completely re-
moved and cleaned, the necessary materials for the
potted compound repair(s) are prepared.
Pieces of sheet plastic materials are prepared to
provide a smooth surface effect of the potted com-
pound repair, to provide part of the reservoir for
the hole (cavity) filling operation of the repair, and
to hold the potting compound in place until it is
completely cured. The pieces of sheet plastic to be
used for any or all of the above purposes should be
at least 4/2 in. larger in diameter than the repair
hole diameter.
A thinner piece of sheet plastic material (approx-
imately r/rs in. thick) is applied to the lower (bot-
tom) surface of the double-face repair (figure
5-91). This is done not only to give the repaired
surface a smooth effect, but mainly to hold the
repair surface (potting compound) in place until it
is cured. The same may be applied to a single-face
Dux!?eal,
sealing compound
Plexiglas 0: acetate
Drill 0.25 dia. hole
DAMAGE TO UPPER SKIN AND CORE
I
Lower skin
Plexiglas or acetat
Drill&S dia. hble
DAMAGE TO BOTH SKINS AND CORE
FIGURE 5-91. Potted compound repairs.
repair where the work must be accomplished in an
overhead position.
Sheet plastic materials ranging from 1/4 in. to 9/le
in. in thickness are used on the upper (top side)
surface of the repair during the hole (cavity) filling
procedures. A y,-in, hole is drilled directly in the
center .to permit easy application of the potting
compounds to the repair cavity. The hole is also
countersunk, allowing a buildup of the potting com-
pound and thus assuring that the repair cavity has
been completely filled.
This piece of plastic material is also a part of the
Duxseal dam. After the prepared pieces of sheet
plastic materials are properly located and taped in
place over the repair area, the Duxseal (or equal)
dam is built up around the hole. (See figure 5-91.)
This dam is partially filled with the potting com-
\
Plexiglas or acetate
pound during the hole-filling operation to ensure
an adequately filled repair cavity. The dam also acts
as the reservoir.
Next, a sufficient batch mix of the potting com-
pound is prepared for the repair. The cavity is filled
with the potting compound, and the air bubbles are
removed with a toothpick or similar tool. The air
bubbles are removed to ensure that the repair cavity
is solidly filled.
#when th e potting compound within the repair
cavity is completely cured, the pieces of plastic may
then be removed. Generally, these pieces of plastic
can be lifted off by hand ; but, if necessary, they
can be pried off easily with any dull straight hand-
tool. When the drilled top piece of plastic is re-
moved, it will leave a broken stem protruding above
the repair surface. This stem may be filed, micro-
207
shaved, or routed down to make the repair surface
area smooth.
The soundness of the repair can be tested by the
metallic ring test. Pressure jigs may be used on the
undersurface potted repairs as necessary. The re-
pair is surface finished by the application of the
recommended coatings of erosion or corrosion pre-
ventives, and a final coating of a finish of the same
specifications as that of the original finish.
GLASS FABRIC CLOTH OVERLAY REPAIRS
Presently, two acceptable methods of repair are
being applied to the damaged skin and core materi-
als of some aircraft bonded honeycomb structures,
One is the potted compound repair method pre-
viously discussed, and the other is the laminated
glass fabric cloth overlay method applied to the
various damages of honeycomb skin and core mate-
rials which exceed the repair limitations of the pot-
ted compound repair.
The differences between the two repair methods
are in the techniques of removing the damaged
area, preparing the damaged area for the repair,
preparing and applying the repair materials, finish-
ing and final inspection of the completed repair,
and use and maintenance of the handtools and shop
equipment.
Cleaning
Before repairing a damaged bonded honeycomb
panel or section, thoroughly clean all paint or sur-
face coatings from a surface area extending several
inches away from the damage. Basically, this is
necessary to attach and secure the templates or
wedge blocks to the repair area with double-backed
tape. Second, thoroughly clean the area of all
foreign matter to ensure a perfect adhesion of the
overlay repair materials.
Effective surface cleaning is of primary impor-
tance to the success of any repair. An area that is
contaminated with paint, grease, oil, wax, oxides, or
such, will not take a good bond. This cannot be
emphasized too strongly since the quality of the
repair will be no higher than the quality of the
cleaning that precedes it. Even a fingerprint will
prevent a good bond, because of natural oils in the
skin.
Materials such as solvents, abrasives, alkaline de-
tergents, and chemical etches can be used for effec-
tive cleaning. One of the easiest and most effective
cleaning methods known is to apply MEK to the
area with a sponge and immediately wipe it away
with another sponge. This procedure should be con-
tinued until a lusterous surface is obtained.
In removing paint, use caution, since paint re-
mover will dissolve adhesives if allowed to enter the
damaged area of a joint.
Removal of Damage
A high-speed router in conjunction with a router
support assembly, metal-cutting mill bit, and tem-
plate should be used in the removal of the damaged
area. (Information about the uses and maintenance
of the router was discussed earlier in this chapter.)
The techniques of removing damaged honeycomb
skin and core material may differ from one repair
to another. Their selection depends largely on the
construction features of the bonded honeycomb
panels, which are primarily of either flat, tapered,
or combined (flat and tapered) surface design.
Also, the location of the damaged area must be
considered; that is, whether the damage occurred
on the upper or lower side of the panel. Another
factor that must be considered is that the honey
comb core is always installed within the panel with
the cells perpendicular to the lower surface.
The techniques of preparing for and removing a
damaged area on a tapered or upper surface of a
panel are somewhat different from those for a flat
or lower surface. Prior to the routing of a damaged
area of an upper or a tapered surface, the routing
template must be bridged over the repair area. This
is done in such a manner that the routing template
will be perpendicular to the core cells and parallel
to the opposite (lower) facing. The bridge consists
of two wedge blocks made of wood, at least 6 in.
long, approximately 2 in. wide, and tapered to the
same degree of angle as that of the panel. The
method by which the bridge is attached to the dam-
aged area is shown in figure 5-89.
Adhesives
Overlay repair adhesives consist of a type 38
batch mix. Micro-balloons are added to the resins
and curing agent for buttering the fiber glass
honeycomb core plug and cavity of the glass cloth
overlay repair. The micro-balloons can also be used
to control the consistency of the potted compound
adhesive.
The type and location of the repair will deter-
mine the method of adhesive application. For exam-
ple, a repair on an upper surface would use a low
micro-balloon content and would be poured into the
cavity, whereas the same repair on an under surface
would use a high micro-balloon content and would
208
have to be spooned into the cavity with a spatula or
putty knife. Whichever method is used, the adhesive
for all repairs should be applied evenly, without
trapping any air bubbles.
The type 38 adhesive will set up and bond at
room temperature. If a faster bond is required, the
repair area should be preheated to 130 F., the
repair parts and adhesives applied, and the whole
repaired area heated at the same temperature for 1
hr. to effect a complete bond.
Upon completion of the repair, test it for any
separation or other flaws, using the metallic ring
teat.
core Plug
Core plugs are cut slightly larger than the desired
thickness and shape from a glass fabric honeycomb
core material (?@n. cell sire). They are sanded to
the correct shape and thickness with a belt or disk
sander to a tolerance of fO.O1O in. of the required
Size.
Before a core plug is inserted or assembled into
the repair area, all contacting (faying) side sur-
facea of the core plug and the repair area must be
buttered with an application of adhesive.
After the core plug has been properly installed
into the repair area, the excessive potting compound
is removed with a plastic scraper and the surface
area thoroughly cleaned with a cleaning solvent.
The core plug repair area should be cured for at
least 30 min. to 1 hr. This is done to assure that the
core plug is firmly in place before any further re-
pair steps are accomplished.
laminated Glass Cloth Overlay
A laminated glass cloth overlay consists of two
layers of glass fabric cloth number 181 (three lay-
ers if number 128 is used) impregnated with type
38 adhesive and sandwiched between two sheets of
polyethylene tilm. The glass cloth layers and sheets
of polyethylene film are cut larger (approximately 4
in.) than the damage cutout. This is done to accom-
modate the cutting of the laminated overlay to
correct size, allowing for the required minimum
overlap of at least l-1/2 in. beyond the edge of the
damage cutout.
Before a laminated glass cloth overlay is applied
to a repair area, the faying surface must be cleaned
until no trace of foreign matter appears. After the
area has been thoroughly cleaned and dried, a thin
and continuous f&n of adhesive primer EG776R
(or equal) is applied to the faying surfaces of the
area. The adhesive primer may be allowed to dry
at room temperature or may be accelerated by heat
at a recommended temperature.
Protective coatings to prevent erosion and corro-
sion should be applied in accordance with the pro-
cedures outlined in the manufacturers structural
repair manual for the specific aircraft. A control
surface repair should be checked to determine
whether it is within balance limits or will require
the surface to be re-balanced.
ONE SKIN AND CORE REPAIR PROCEDURES
Two typical methods of repairing damages to the
honeycomb skin and core materials of aircraft are:
(1) Single-face repair with damage extending
through the core material and to the bond line of
the opposite facing; and (2) transition area repair.
When the damage to the honeycomb structure is
inspected and evaluated as damage to only one
skin and the core (figure 5-92), the procedures
Class cloth
laminates
Fiber glass
tter edges of
honeycomb core
Y with potteg
7 1 before installing
core in repair area.
Butter -edges
hole with Potting compound.
Glass cloth
laminates
CORE REPLACEMENT
/
- SECTIONAL VIEW OF REPAIR AREA
FIGURE 5-92. Skin and core repair.
discussed in the following paragraphs can be used.
These procedures are typical but may not apply to
all types of aircraft. Consult the manufacturers re-
pair manual for the specific aircraft, and follow the
instructions for the particular type of repair.
Removing Damaged Area
A router and the applicable template should be
used to remove the damaged material from the area.
The depth of the router bit is determined by grad-
ually increasing the depth of cut until it removes all
of the damaged area. If the core is only partially
damaged, remove only that portion. If the entire
core is damaged, remove the core down to the oppo-
site adhesive layer.
Preparing the Core Replacement
The core replacement must be fabricated from
fiber glass core material. If the correct thickness is
not available, the replacement section may be cut to
size by hand sawing and/or sanding. The core plug
should be flush or within +O.OlO in.
Potting Compound
Prepare the potting compound as follows:
(1)
(2)
(3)
(4)
Select the desired mix for the repair. A
stiff mix is desired when making overhead
repairs or for core plug bonding. The av-
erage mix or thin mix is desirable when
making upper surface repairs.
Add micro-balloons to the resin and mix
for 3 to 5 min.
Add the curing agent to the resin and
micro-balloon mixture. Mix for 3 to 5
min.
Apply the potting compound to the edges
of the core replacement and around the
edges of the damaged area in the struc-
ture.
Interlion of Core Plug
Place the core plug in the repair area as follows:
(1) Insert the core plug into the repair area.
(2) Remove any excessive potting compound
with a plastic scraper and clean the repair
area thoroughly.
(3) Allow the core plug repair to cure for at
least 4/a to 1 hr. at room temperature (72
F) to assure that the core plug is firmly in
place.
Application of Glass Cloth laminates
The preparation for and application of the lami-
nated sections of fiber glass cloth needed to com-
plete the repair should be accomplished as follows:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
Remove surface coating from repair
area.
Wipe surface with clean cheesecloth
moistened with MEK unil no trace of
foreign material appears. Do not allow
MEK to dry, hut wipe it off with a clean
cloth.
Apply adhesive primer EG776R (or
equal) with a clean l-in. varnish brush
to faying surface area and allow to dry.
Drying time is approximately 1 hr. at
room temperature (72 F.) . Drying may
be speeded by the application of heat not
to exceed 150 F. Primer should be ap
plied in a thin and continuous film. Do
not thin primer. Primer must be dry for
proper adhesion of fiber glass cloth
laminates.
Prepare a clean work area, free of all
foreign matter. This is generally accom-
plished by placing a clean piece of paper
on a workbench.
Select and cut two sheets of polyethylene
film approximately 5 in. larger than the
damage cutout.
Prepare two disk templates of thin sheet
metal to the correct size of the laminated
overlays or 3 in. larger than the damage
cutout.
Prepare a batch mix of type 38 adhesive
according to the procedures previously
discussed in the text.
Place one sheet of polyethylene film on a
clean paper-covered work area. The cor-
ners of this sheet of polyethylene film
may be taped to the work area.
Pour a small amount of type 38 adhesive
on this sheet of polyethylene film. With a
plastic scraper, spread the adhesive
evenly over the sheet of polyethylene
film.
Place and center one layer of the glass
fabric cloth over the adhesive-covered
area of the sheet of polyethylene film.
Pour an adequate amount of type 38 ad-
hesive over the first layer of glass fabric
cloth to cover and penetrate its entire
area. Spread the adhesive evenly over the
area with a plastic scraper.
210
(12)
(13)
(14)
(15)
(16)
(17)
(18)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
(26)
Apply a second layer of glass fabric
cloth in the same manner as the first
layer.
Apply a sufficient amount of type 38 ad-
hesive over the second layer of glass
fabric cloth in the same manner as over
the first layer.
Place and center the second sheet of pol-
yethylene film over the layers of adbe-
sive-impregnated glass fabric cloth.
With a plastic scraper, work out all the
air bubbles towards the edges of the lam-
inated overlays. Turn the laminated over-
lay as necessary in working out the air
bubbles.
With a pair of scissors, cut the sand-
wiched polyethlyene-laminated overlay
1/2 in. to a/4 in. larger than the actual
size of the laminated overlay.
Place and center the sandwiched polyeth-
ylene-laminated overlay between the two
disk templates that were previously pre-
pared for the repair.
With a pair of scissors, carefully cut the
laminated overlay around the edge of the
disk templates.
Remove the disk templates from the sand-
wiched polyethylene-laminated overlay.
Peel off one sheet of polyethylene film
from the sandwiched laminated overlay.
Discard the polyethylene film.
Place the laminated overlay with tbe ex-
posed adhesive side down and in position
over the repair surface area.
Remove the remaining sheet of polyetbyl-
ene film from the top side of the lami-
nated overlay. Discard the polyethylene
film.
Cut another sheet of polyethylene film 5/4
in. to 1 in. larger than the laminated
overlay.
Place and center this sheet of polyetbyl-
ene film over the laminated overlay posi-
tioned over the repair surface area.
With a smooth plastic scraper, sweep out
any excess resin or air bubbles that may
be present within the laminated overlay.
This step is of utmost importance to the
overall quality of the repair. Therefore,
this step should be accomplished with the
greatest of care and patience.
Clean the surrounding area of the repair
(27)
with MEK cleaning solvent. Take care to
prevent any of the cleaning solvent from
entering the bond of the repair area.
Allow the laminated overlay repair to
cure for at least 12 hrs. at room tempera-
ture (72 F.) before the final sheet of
polyethylene film is removed.
Transition Area Repair
Some bonded honeycomb panels are constructed
of a doubler separating an upper and lower skin
and sectioned into bays of honeycomb core mate-
rial. (See figure 5-93.) The edge section of a bay
\
CRUSHED EDGE DESIGN
Flange
area
FORMED RING EDGE DESIGN
FIGURE %93. Typical bonded honeycomb panel bay con-
struction.
211
area in which the honeycomb structure joins the
laminated area of the panel or section is known as
the transition area. EfIective repairs to the transi-
tion areas are particularly essential because of the
local transferring of the stresses.
The preparation of the repair materials and the
assembly and curing of the core plug are basically
the same as for the bonded honeycomb skin and
core repairs. However, because of the, shape and
contour of a transition area, especially at the cor-
ners of a bay, give special attention to the cutting
and shaping of the glass fabric honeycomb core
material.
In this repair, four layers of impregnated glass
cloth, number 181, are preferred for the overlays.
The preference for glass cloth number 181 is be-
cause of its flexibility and ease of applicatiou, par-
ticularly when making repairs to a corner of a bay
where a compound (double) contour is encoun-
tered.
Repair Procedures
The steps to be followed in the repair of a transi-
tion area are as follows:
(1)
(2)
(3)
(4)
(5)
Outline the repair to a circular shape
(not to exceed 2 in. in diameter) that
will encircle the damaged area.
Using a router, remove the damaged area
down to the opposite adhesive layer.
Depth of the router cut is determined by
gradually increasing the depth of the cut
until the adhesive layer is reached.
Fabricate a fiber glass honeycomb core
to replace the damaged core section. The
correct thickness and contour of the
transition area may be obtained by band
sawing and/or sanding. The core plug
must be shaped to fit flush or w.ithin
*O.OlO in.
Prepare the potting compound.
Butter the edges of the fiber glass honey
compound before
installing honeycomb core.
Butter edges of honeycomb
axe with potting compound
before installing core in
repair area.
FIGURE 5-94. Transition area repair.
212
(6)
(7)
(8)
(9)
comb core plug with potting compound.
(See figure 5-94.)
Install the buttered core plug in the re-
pair area.
Prepare glass fabric adhesive.
Prepare four glass fabric laminates-the
first, suflicient in size to adequately cover
the damaged area with no overlap; the
others, 0.25 in. on all sides. The lami-
nates should not extend over fasteners, If
the laminates do extend over fasteners or
fastener holes, cut around locations as
shown in figure 5-94.
Apply the four glass cloth laminates to
the repair area as shown in the section
view of the repair illustrated in figure
5-94.
(10) Allow the repair to cure properly.
(11) Apply the necessary erosion and corro-
sion preventives as specified.
PLASTICS
According to their chemical sources, plastics may
be classified into four general groups: (1) Natural
resins, (2) synthetic resins, (3) protein plastics,
and (4) cellulose plastics.
Natural resins include such materials as shellac,
pitch, amber, asphalt, and resin. These materials
require fillers when molded.
Synthetic resins are made from petroleum, gly-
cerol, indene, calcium-cyanamide, benzene, urea,
ethylene, phenol, and formaldehyde. Products made
from synthetic resins include acrylic plastics, nylon,
vinyl, styrene, polyethylene, urea-formaldehyde, and
others.
Protein plastics are manufactured from a variety
of agricultural products. Sources included are pea-
nuts, cashews, milk, coffee beans, and soy beans.
The cellulose plastics are the oldest of the group
and include celluloid. Other plastics which fall into
this class are acetate, nitrate, ethyl cellulose, butyr-
ate, and propionate.
Nearly all of the early-day plastics were molded.
However, today a large percentage of the plastics
we know and use are cast, machined, rolled, lami-
nated, or formed by other methods.
TRANSPARENT PLASTICS
Two types of transparent plastics used in aircraft
windows, canopies, and similar transparent enclo-
sures are thermoplastic and thermosetting materials.
Thermoplastic materials are originally hard but
become soft and pliable when exposed to heat.
When pliable, the plastic can be molded; and, as it
cools, it will retain the molded shape. When heated
again and allowed to cool without being restrained,
the plastic will return to its original shape. This
process can be repeated many times without damage
to the material unless the specified heat ranges are
exceeded.
Thermosetting plastics are molded and allowed to
cool and set in the desired shape. No amount of
reheating will cause them to become pliable and
workable. Once formed, they retain that shape and
cannot be re-molded or re-shaped.
Each of these types of transparent plastics is
available in monolithic or laminated forms. Mono-
lithic plastic sheets are made in single solid uniform
sheets. Laminated plastic sheets are made from
transparent plastic face sheets bonded by an inner
layer of material, usually polyvinyl butyral.
Optical Considerations
Optical qualities of the transparent material used
in aircraft enclosures must be as good as those of
the best quality plate glass. The ability to locate
other aircraft in flight, positive depth perception
necessary to land safely, all require a medium
which can readily be molded into streamlined
shapes and yet remain free from distortion of any
kind. Such a medium must also be simple to main-
tain and repair.
In addition to their ease of fabrication and main-
tenance, plastics have other characteristics which
make them better than glass for use in transparent
enclosures. Plastics break in large dull-edged
pieces; they have low water absorption and they do
not readily fatigue-crack from vibration. But on the
other hand, although they are nonconducters of
electricity, they become highly electrostatic when
polished.
Plastics do not possess the surface hardness of
glass, so they are more easily scratched. Since
scratches will impair vision, care must be used in
servicing an aircraft. Specific procedures to avoid
damaging the transparent plastic parts are discussed
elsewhere in this chapter. Some general rules to
follow are :
(1) Handle transparent plastic materials only
with clean cotton gloves.
(2) Never use harmful liquids as cleaning
agents, i.e., naphtha, gasoline, etc.
(3) Follow rigidly the applicable instructions
for fabrication, repair, installation, and
maintenance.
213
(4) Avoid operations which might scratch or
distort the plastic surface. Be careful not
to scratch the plastic with finger rings or
other sharp objects.
Identification
The identity of transparent plastics used on air-
craft can be determined by the MIL specification
number on the part. Common MIL numbers and the
type of material are as follows (fig. 5-95) :
Specifications Type Material Edge Color
Thermoplastic
MIL-P-6886 Regular Acrylic Practically clear
MIL-P-5425 Heat Resistant Practically clear
MIL-P-8184 Craze Resistant Slightly yellow
Thermosetting
MIL-P-8257 Polyester Blue-green
Laminated
MIL-P-7524 Laminated Practically clear
MIL-P-5425
MIL-P-25374 Laminated Slightly yellow
MIL-P-8184
Base
Acrylate
Name
Plexiglas
Lucite
Perspex
(British )
Distinguishing
Features
Absence of color
Greater
transparency
Greater stiffness
Cellulose
Acetate Fibestos
Lumarith
Plastacele
Nixonite
Slightly yellow
tint
Greater flexibility
Lower
transparency
Softer
FIGURE 5-95. Characteristics of plastics.
If the parts are not marked, the information in
the following paragraphs will help to identify the
material.
Transparent plastic enclosures and plate glass en-
closures can be distinguished from each other by
lightly tapping the material with a small blunt in-
strument. Plastic will resound with a dull or soft
sound, whereas plate glass will resound with a me-
tallic sound or ring.
Very few of the transparent plastics are color
clear when viewed from the edge; some are practi-
cally clear, while others have a slight yellowish tint,
or a bluish or blue-green tint.
The cellulose acetate plastics have a yellowish tint
when viewed from the edge, and they are softer
than the acrylic plastics.
Both acrylic and cellulose acetate base plastics
have characteristic odors, especially when heated or
burned. Burning a small sample and comparing its
odor to that of a known sample is a very reliable
method of identification. The acrylic odor is fairly
pleasant, but acetate is very repugnant. Acrylic
plastic burns with a steady, clear flame, whereas
acetate burns with a sputtering flame and dark
smoke.
T&e plastics can also be identified by the appli-
cation of acetone and zinc chloride. Rub an area of
the plastic with a solution of acetone, where it will
not interfere with vision. Then blow on the area. If
the plastic is acrylic, it will turn white; if it is
acetate, it will soften but will not change color. A
drop of zinc chloride placed on acetate base plastic
will turn the plastic milky, but will have no e&t
on acrylic plastic.
STORAGE AND PROTECTION
Transparent plastics will soften and deform when
heated sufficiently. Therefore, storage areas having
high temperatures must be avoided. Plastic sheeta
should be kept away from heating coils, radiators,
or hot water or steam pipes. Storage should be in a
cool, dry location away from solvent fumes (such as
may exist near paint spray and paint storage
areas). Paper-masked transparent plastic sheets
should be kept indoors. Direct rays of the sun will
accelerate deterioration of the masking paper adhe-
sive, causing it to cling to the plastic BO that re-
moval is difficult.
Plastic sheets should be stored, with the masking
paper in place, in bins which are tilted at approxi-
mately a 10 angle from the vertical to prevent
buckling. If it is necessary to store sheets horizon-
tally, care should be taken to prevent chips and dirt
from getting between the sheets. Stacks should not
be over 18 in. high, and the smaller sheets should *
be stacked on the larger ones to avoid unsupported
overhang.
Masking paper should be left on the plastic sheet
as long as possible. Care should be used to avoid
scratches and gouges which may be caused by slid-
ing sheets against one another or across rough or
dirty tables.
214
Formed sections should be stored so that they are
amply supported and there is no tendency for them
to lose their shape. Vertical nesting should be
avoided. Protect formed parts from temperatures
higher than 49 C. (120 F.). Protection from
scratches can be provided by applying a protective
coating, i.e., masking paper, untreated builders
paper, posterboard, or similar material.
If masking paper adhesive deteriorates through
long or improper storage, making removal of the
paper difficult, moisten the paper with aliphatic
naphtha. This will loosen the adhesive. Sheets so
treated should be washed immediately with clear
water.
Aliphatic naphtha is highly volatile and flamma-
ble. Use extreme care when applying this solvent.
Do not use gasoline, alcohol, kerosene, benzene,
xylene, ketones (including acetone, carbon tetra-
chloride, fire extinguisher, or deicing fluids), lac-
quer thinners, aromatic hydrocarbons, ethers, glass
cleaning compounds, or other unapproved solvents
on transparent acrylic plastics to remove masking
paper or other foreign material, because they will
soften or craze the plastic surface.
When it is necessary to remove masking paper
from the plastic sheet during fabrication, the sur-
face should be re-masked as soon as possible. Either
replace the original paper on relatively flat parts, or
apply a protective coating on curved parts.
Certain protective spray coatings are available
for formed parts. The thickness of the coating
should be a minimum of 0.009 in. A layer of cheese-
cloth should be embedded in the coating at the time
of application to assist in the removal of the mask-
ing spray. Coatings which remain on formed parts
longer than 12 to 18 months become di5cult to
remove. Under no circumstances should transparent
plastic, or formed parts coated with this material,
be stored outdoors where it will be subject to direct
sunlight for longer than 4 months.
To remove spray masking from the plastic, peel it
off or lift a comer of the film and flow a jet of
compressed air under it. If the film is too thin to be
removed as a continuous film, apply a fresh coating
of the compound, reinforced with a layer of cheese-
cloth, to obtain a thicker film. Allow to dry. Soak-
ing the coated part, using a clean cloth saturated
with water at room temperature, will help soften the
film so that it can then be peeled off by hand. In no
case should a solvent be used.
Extreme care must be used to avoid scratching
the surface of the plastic. Tools must never be used
in removing the film because of the danger of
scratching the plastic.
PORMING PLASTICS
Transparent plastics become soft and pliable
when heated to their respective forming tempera-
tures. They can then be formed to almost any
shape: and, on cooling, the material retains the
shape to which it was formed, except for a small
contraction. It is not desirable to cold form com-
pound curvature transparent plastics (that is, to
spring them into a curved frame without heating).
Transparent plastics may be cold bent (single
curvature) if the material is thin and the radius of
curvature to which it is cold bent is at least 180
times the thickness of the sheet. For example, an 18
in. length of transparent plastic, 0.250 in. thick,
should not be deflected more than 3/4 inch. Cold
bending beyond these limits may eventually result
in tiny fissures, called crazing, appearing on the
surface of the plastic because of stresses being im-
posed beyond those recommended for continuous
loading. For hot forming, transparent plastics
should be maintained at the proper temperature rec-
ommended by the manufacturer.
Fabricating Processes
The fabrication of transparent plastics can be
compared generally to that of wood or soft metal.
Good craftsmanship, suitable equipment, and proper
design are no less essential to the successful fabrica-
tion of transparent plastics than to that of other
materials worked by similar methods. Light to me-
dium woodworking equipment with minor modifica-
tions is satisfactory, but heavy-duty machines which
are less apt to vibrate are better.
Where extreme accuracy is not required, the
work can be laid out by penciling the cutting lines
directly on the masking paper. For close tolerances,
however, it is advisable to scribe layout lines di-
rectly on the surface of the plastic. Use straigh-
tedges or layout templates according to the require-
ments of the job. If the masking paper is removed
before scribing, it should be replaced to within
about l/d in. of the scribed markings before the
piece is cut.
Layout templates may be of plastic sheeting to
which suitable handles can be cemented. Sharp
edges or rough spots in such templates should be
carefully rounded or smoothed. In the case of metal
templates, it is good practice to cement thin flannel
over the contact surfaces.
215
Cutting
Scribing and edge sanding is the cutting method
most generally used on flat sections or two-dimen-
sional curved pieces. The sheet is first cut to ap
proximate shape on a band saw, using a scribed
line as a guide and cutting approximately l/1ls in.
oversize. Use disk sanders when removing material
from straightedges and outside curies. Use drum or
belt sanders for inside curved edges. When sanding
irregular shapes or larger pieces which are awk-
ward to manipulate around a fixed machine, use an
air-driven sander or small electric hand sander.
Drilling
For the sake of both accuracy and safety, hold
work in suitably designed clamps or fixtures. Tbe
twist drills commonly used for soft metals can be
used successfully for transparent plastics if ordi-
nary care is observed. However, the best results can
je obtained if drills are re-pointed with the follow-
mg in mind:
(1)
(2)
(3)
The drill should be carefully ground free
of nicks and burrs which would affect sur-
face finish.
It is particularly important that the cut-
ting edge be dubbed off to zero rake
angle.
The length of the cutting edge (and hence
the width of the lip) can be reduced by
increasing the included angle of the drill.
(See figure 5-96.)
FIGURE 5-96. Drill for acrylic plastics.
Use drills with slow-spiral polished flutes. Flutes
should be as wide as possible. The best lubricant
and coolant for drilling plastics is a water-soluble
cutting oil. For drilling shallow or medium depth
holes, no coolant is needed. For deep holes, of
course, a coolant is necessary.
Cleaner, more transparent deep holes can be
produced by first drilling a pilot hole a little more
than half the diameter of the final hole, filling this
pilot hole with a wax stick, then redrilling to the
final diameter. If the pilot hole is drilled all the
way through, the Plexiglas must be backed with
wood to close the hole and make the wax stick
effective. The wax lubricates the cut and supports
and expels the chips during drilling. In clear
Plexiglas the resulting hole is cleaner, smoother,
and more transparent than holes produced by other
methods.
Large diameter holes can be cut with hollow-end
mills, hole saws, fly cutters or trepanning tools.
The cutters of the latter should be ground to zero
rake angle and adequate back clearance, just as
lathe tools are ground. All these tools can be used
in the standard vertical spindle drill press or in
flexible shaft or portable hand ,drills.
In general, the speed at which Plexiglas sheets
can be drilled depends largely on the quality of the
equipment used. Plexiglas can be drilled at the
highest speed at which the drill will not wobble
sufficiently to affect the finish of the hole. However,
large diameter drills require slower rotative speeds
for best results. Also, the Plexiglas should be
backed with wood and the feed slowed as the drill
point breaks through the underside of the sheet.
Whenever holes are drilled completely through
Plexiglas, the standard twist drills should be modi-
fied to a 60 tip angle, the cutting edge to a zero
rake angle, and the back lip clearance angle in-
creased to 1~2-15~.
Drills specially modified for ,drilling Plexiglas
are available from authorized distributors and
dealers of Plexiglas.
For accuracy and safety, Plexiglas parts should
be clamped or held rigidly during drilling.
SHALLOW HOLES-Hole depth/ hole d:ameter
ratio of less than 11/r to 1, use slow spiral twist ,drills
with wide flutes modified as for through drilling.
Chip removal is no problem in drilling shallow
holes and no coolant is needed.
MEDNJM DEEP HOLES-Hole depth/hole diam-
eter ratio from 11$$ to 1 up to 3 to 1.
Use slow spiral twist drills with polished flutes
which should be as wide as possible to aid in re-
moving a continuous ribbon of material. The opti-
216
mum included tip angle, between 60 and 140,
will depend on the size of the flute. Lip clearance
angles should be ground to 12O to 15O. The feed
of the drill should be controlled so that a continuous
chip is cut and cleared without overheating the
plastic at the tip of the drill. No coolant is needed
for drilling holes up to 3 to 1 depth/diameter ratios
although a jet of compressed air directed into the
hole as it is being drilled is helpful. Drills with
extra wide spirals and compressed air cooling can
clear a continuous chip from holes with depth/
diameter ratios up to 5 to 1.
DEEP HOLES-Hole depth/hole diameter ratio
greater than 3 to 1.
Use slow spiral twist drills with wide polished
flutes and an included tip angle of 140. The
wider tip angle results in a shorter cutting edge
and narrow chip. The lip clearance angle should
be ground to 12O to 15O. The feed should be
slow-approximately 21/z per minute-so that
powder, rather than shavings or continuous chips,
will be formed. A coolant is necessary for drilling
deep holes to avoid scoring or burning the surface
of the hole.
Compressed air can be used as a coolant for
holes with depth diameter ratios up to 5 to 1. Water
or a soluble oil-water coolant can also be used.
When applied at the entry hole, however, a liquid
coolant is actually pumped out of the hole by the
drill and seldom reaches the drill point. A stand-
ard oil hole drill can be used to insure delivery of
the coolant to the drill point. The collant can also
be applied by filling a pilot hole drilled 95% of the
way through the material or through a pilot hole
drilled through from the opposite surface.
Cementing
With care and proper procedure, it is possible to
obtain a cemented joint which approximates the
original plastic in strength. Cementing of transpar-
ent acrylic plastics depends on the intermingling of
the two surfaces of the joint so that actual cohesion
exists. To effect cohesion, an organic liquid solvent
is used to attack the plastic, forming a well-defined
soft surface layer called a cushion, as shown in
figure 5-97.
Tbe most common method of cementing transpar-
ent plastics is the soak method. T&s consists of
dipping one of the two pieces to be cemented into
the cement until a suflicient cushion is formed.
When this surface is pressed against the opposite
dry surface, the excess cement forms a second cusb-
ion-shallow, but enough to permit thorough inter-
mingling of tbe two surfaces, as shown in figure
5-97.
Before contact
Contact only
Joint under pressure
~~~~,
. . . ::x
. . . .* . . .
Joint dryi& Cushions harden.
FIGURE S97. Cementing with solvent cement.
Sometimes, for convenience in handling, clear
transparent plastic shavings of the same type as the
transparent plastic being cemented are dissolved in
the cement to give it a thick, syrupy consistency so
that it can be applied like glue. This viscous cement,
however, works on exactly the same principle as a
soak cement; for example, the excess solvent softens
and swells both surfaces, permitting an intermin-
gling of the cushions and the formation of a cohe-
sive bond as shown in figure 5-98.
A solvent joint never dries completely; that is, it
will never become entirely free of solvent. If the
temperature is raised, the cushion will enlarge
217
slowly until a new equilibrium is reached, as shown
in figure 5-99.
Viscous cement
Solvent starts
to form
cushions,
Under pressure
Bead eztruded.
FIGURE 5-98. Cementing with syrup cement.
On cooling, the cushion will be larger and corre-
spondingly harder since it contains less solvent per
unit of volume. Heating a solvent joint long enough
to expand its cushion, therefore, will produce a
much stronger joint.
Cemented joints must be heat treated with cau-
tion. Heat first activates the solvent, which softens
the cushion. The cushion then slowly expands as the
solvent penetrates the material. In heat treating, it
is important that the temperature does not approach
the softening point of transparent plastics.
It is important that the joint be thoroughly hard-
ened before machining, sanding, or polishing to
remove the bead.
Care and Maintenance
Vision is so vital in aircraft that day-to-day
maintenance of transparent enclosures is of the ut-
most importance. Proper maintenance methods
should be carried out thoroughly whenever vision is
impaired as a result of chemical or physical actions
or defects, and every effort should be put forth to
eliminate harmful action while servicing the air-
craft.
The replacement of transparent plastic enclosures
Room temperature equilibrium
Joint dried at room temp.,
still contains solvent.
Equilibrium after
heat treatment
Heat treatment expands cushion, reduces
concentration of solvent in joint.
FIGURE 5-99. Effect of heat treatment.
has been necessitated by severe crazing, apparently
caused by exposure to harmful solvents and im-
proper maintenance handling. The crazing appears
as a network of cracks running in all directions
over the surface of the plastic. It can also occur
within the plastic at or near cemented joints.
The use of improper cleaning fluids or compounds
is one of the most common causes of these difficul-
ties. The crazing action of a solvent is often de-
layed; that is, crazing may not appear for several
weeks after the exposure to solvent or fumes. It is
not always possible to determine immediately, by
simple trial, whether a particular cleaner will be
injurious or not. To minimize the damage, the pre-
cautions discussed in the following paragraphs
should be observed.
Routine removal of film and other operational
soils, where abrasive polishing for scratch removal
is not required, can be accomp!ished by the use of
aqueous detergent solutions. Two recommended so-
lutions are: wetting agent, synthetic, nonionic, con-
forming to Military Specification MIL-D-16791; or
wetting agent, alkyl aryl sulfonate, 40% active.
These materials should be used in concentrations of
2 or 3 oz. per gal. of water. They should be applied
218
When cleaning exterior surfaces, always remove
rings from the hands before washing the transpar-
ent plastic. The cleaning procedure is comprised of
the following steps :
(1)
(2)
(3)
(4)
Flush the plastic surface with plenty of
water, using the bare hands to feel for
and gently dislodge any dirt, sand, or
mud.
Wash with mild soap and water. Be sure
the water is free of harmful abrasives. A
soft cloth, sponge, or chamois may be
used in washing, but only to carry the
soapy water to the plastic. Go over the
surface with bare hands to quickly detect
and remove any remaining dirt before it
scratches the plastic.
Dry with a damp clean chamois, a clean
soft cloth, or soft tissue. Do not continue
rubbing the transparent plastic after it is
dry. This not only scratches, but may
build up an electrostatic charge which
attracts dust particles. If the surface be-
comes charged, patting or gently blotting
with a clean damp chamois will remove
the charge as well as the dust.
Never use a coarse or rough cloth for
polishing. Cheesecloth is not acceptable.
with soft cloths or photographic cellulose sponges
which have been used for no other purpose. Polish
and cleaner conforming to Military Specification
MIGC-18767 will give satisfactory results for most
cleaning requirements.
The procedure for cleaning interior surfaces con-
sists of three steps:
(1) Dust the plastic surface lightly with a
clean soft cloth saturated with clean
water. Do not use a dry cloth.
(2) Wipe carefully with a damp soft cloth or
sponge. Keep the cloth or sponge free
from grit by rinsing it frequently with
clean water.
(3) Clean with an approved cleaner.
In hot weather the transparent enclosures of
parked aircraft may absorb enough heat to soften
and become distorted unless certain precautions are
taken. Plastic enclosures installed on aircraft
parked in the sun may receive heat directly from
three sources.
Transparent plastic has a property of absorbing,
selectively, the heat producing rays of the sun so
that the platsic can become considerably hotter than
the surrounding air inside or outside the aircraft.
Air inside an unshaded and unventilated aircraft
will transfer the heat radiated by the metal mem-
bers in the aircraft to the plastic enclosure by
convection.
To prevent heat deformation of transparent plas-
tic enclosures on aircraft parked exposed to the sun,
the following precautions are recommended:
(1)
(2)
(3)
(4)
If surrounding air temperature is below
100 F., no special precautions are neces-
sary.
If surrounding air temperature is between
100 and 120 F., enclosures should be
opened su5ciently to permit free circula-
tion of air through the aircraft and under
the enclosure.
If the surrounding air temperature is
above 120 F., the enclosure must be
opened and protected from the sun by a
suitable cover which does not come into
contact with the transparent plastic. If
possible, the aircraft should be parked in
the shade.
To remove enclosure covers, lift them off;
sliding may cause abrasion of the plastic
surfaces.
Compounds for paint stripping, degreasing, and
brightening, as well as most organic solvents, cause
serious damage to transparent acrylic plastics. All
such parts should be removed before starting paint
stripping, and should not be replaced until the
cleaning and painting is completed and the paint or
lacquer is thoroughly dry, since paint and lacquer
cause crazing of plastics. The plastic parts should
be removed from the area where the stripping, de-
greasing, or painting is being done. The parts
should be protected with soft cloth covers.
If it is impracticable to remove a plastic panel,
cut a polyethylene sheet (minimum of 0.010.in.
thick and containing no pinholes) to match as ex-
actly as possible the size of the window. Tbe poly
ethylene sheet should fit snugly over the surface of
the plastic window, and the edges should be care-
fully taped with masking tape at least 2 in. wide to
permit at least 1 in. of sealing width on both the
plastic film and the aircraft. Make certain that no
liquid or fumes can seep through to the window. It
is important that the entire surface of the window
be covered and that no cutting tools be used to
remove the masking.
Aluminum foil is unsatisfactory as a protection
from paint (and other sprays which contain sol-
vents) because of its low resistance to tears, punc-
tures, and pinholes. Protective coating conforming
to Military Specification MIL-C-6799 is satisfactory
as a protection from paint and other sprays which
contain solvents.
Do not sand transparent plastics unless it is abso-
lutely necessary. Hairline scratches of 0.001.in.
maximum depth should be left as is, provided opti-
cal requirements are maintained.
INSTALLATION PROCEDURES
There are a number of methods for intalling
transparent plastic panels in aircraft. The method
the aircraft manufacturer utilizes depends on the
position of the panel on the aircraft, the stresses to
which it will be subjected, and a number of other
factors. When installing a replacement panel, follow
the same mounting method used by the aircraft
manufacturer.
Where difficulty is encountered in rivet installa-
tion, bolts may be substituted when installing re-
placement panels, provided the manufacturers orig-
inal strength requirements are met and the bolts do
not interfere with adjoining equipment.
In some instances replacement panels do not fit
the installation exactly. Whenever adjustment of a
replacement panel is necessary, the original design
drawing, if available, should be consulted for
proper clearances. The following principles should
be considered in installing all replacement panels.
Fitting and handling should be done with mask-
ing material in place. Do not scribe plastic through
masking material. On edges where transparent mate-
rials will be covered, or attached to, remove the
masking material. When subject to large stresses,
transparent plastics are apt to craze. It is of prime
importance that plastics be mounted and installed so
that such stresses are avoided.
Since transparent plastic is brittle at low tempera-
tures, extra care must be taken to prevent cracking
during maintenance operations. Transparent plastic
parts should be installed at room temperature, if
practicable.
Never force a transparent panel out of shape to
make it fit a frame. If a replacement does not fit
easily into the mounting, obtain a new replacement
or sand the panel sufficiently to obtain the exact
size that conforms with the mounting frame.
Do not heat and re-form areas of the panel, since
local heating methods are likely to be only superfi-
cial and not thorough enough to reduce stress con-
centrations.
Since plastics expand and contract approximately
three times as much as metal, suitable allowance for
dimensional changes with temperature must be
made. Use the values shown in figure S-100 as mini-
mum clearances between the frames and the plastics.
Dimensional Allowance in Inches
Dimension of Panel
Required for Expansion
from 25C ( 77F) to
Required for Contraction
in Inches *
from 25PC (77F) to
70C (158F) -55C (-67F)
12 0.031 0.050
24 0.062 0.100
36 0.093 0.150
48 0.124 0.200
60 0.155 0.250
72 0.186 0.300
* Where the configuration of a curved part is such as to take up dimensional changes by change of
contour, the allowances given may be reduced if it will not result in localized stress. Installations permitting
linear change at both ends require half the listed clearances.
* For dimensions other than those given use proportional clearance.
Frcum 5-100. Expansion and contraction allowances.
220
Bolt and Rivet Mountings
In bolt installations, spacers, collars, shoulders,
or stop nuts should be used to prevent excessive
tightening of the bolt. Whenever such devices are
used by the aircraft manufacturer, they should be
retained in the replacement installations.
To ensure long service, give special consideration
to the following factors :
(1)
(2)
(3)
(4)
(51
Use as many bolts or rivets as practical.
Distribute the total stresses as equally as
possible along the bolts and rivets.
Make sure the holes drilled in the plastic
are sufliciently larger than the diameter of
the bolt to permit expansion and contrac-
tion of the plastic relative to the frame.
Make sure the holes in the plastic are
concentric with the holes in the frame so
that th e greater relative expansion of the
plastic will not cause binding at one edge
of the hole. The hole should be smooth
and free of any nicks or roughness.
Use oversize tube spacers, shoulder bolts,
rivets, cap nuts, or some other device to
protect the plastic from direct pressure.
Synthetic Fiber Edge Attachment
Modern edge attachments to transparent plastic
assemblies are made of synthetic fibers specially
impregnated with plastic resins. The most commonly
used fibers are glass, orlon, nylon, and dacron.
Reinforced laminated edge attachments are the
preferred type, especially when mounting by bolts
or rivets is necessary. The edges hav the advantage
of more efficiently distributing the load and reduc-
ing failures caused by differential thermal expan-
sion.
Laminated edge attachments can be mounted by
any of the foregoing methods, with any needed
holes drilled through the edge attachment material
and not the transparent plastic.
The most efficient method of mounting a lami-
nated edge attachment is by the slotted hole
method. The slotted holes are in the edge attach-
ment and allow for differential thermal expansion.
Fabric loop attachments are sometimes attached
to the plastic material with a cable or extrusion
contained within the loop. A special extrusion is
necessary to contain the loop and cable.
LAMINATBD PLASTICS
Laminated plastic enclosures are made by bond-
ing two layers of monolithic transparent sheets to-
gether with a soft plastic inner layer. They are
installed in pressurized aircraft because of their
superior shatter resistance and greater resistance to
explosive decompression as compared to monolithic
plastic enclosures.
Cellulose Acetate Base Plastics
In general, the methods used for fabrication, re-
pair, and maintenance of cellulose acetate base plas-
tics are similar to those used for acrylic plastics. In
handling cellulose acetate base plastics, give atten-
tion to the following variations and additions to the
recommendations already given for acrylic plastics.
Since the chemical composition of acetate base
plastics differs greatly from that of acrylics, the
cement used is of a different type. Generally, two
types are used, solvent and dope.
Solvent type cement is generally used where
transparency must he maintained in the joint. It is
relatively quick drying and is well adapted for use
in making emergency repairs. However, even
though the cement is quick drying, the drying time
will vary with the size of the joint and atmospheric
conditions. Acetone may be used as a solvent type
cement.
Dope type cement is preferred for use where the
surfaces to be joined do not conform exactly. This
cement softens the surfaces of a joint and, at the
same time, creates a layer between the two pieces
being cemented. However, it does not give a trans-
parent joint and is slower drying than the solvent
cement. It will take from 12 to 24 hrs. for the joint
to reach full strength.
Since the expansion and contraction rates of ace-
tate-base plastics are greater than those of acrylics,
make greater allowances when mounting them.
These plastics are affected by moisture and will
swell as they absorb water. In general, allow /a in.
per foot of panel length for expansion, and 3/la in.
per foot for contraction.
FIBER GLASS COMPONENTS
Because of the unequaled strength/weight ratio,
the ability to pass radio and radar waves, the ease
of manufacture in contoured shapes, immunity to
mildew and weather resistant characteristics, and
adaptability to numerous places and shapes, fiber
glass is a versatile material with numerous uses in
modern aircraft construction. A few of the many
applications are radomes, radio antenna covers, and
junction boxes.
Fiber glass is manufactured from specially proc
essed glass balls. By a fabrication process, the glass
is turned irlto fibers which may result in an end
221
product of cloth, molded mats, or yarn. Ihe yarn in
utred to manufacture molded parts. The fiber glaur
cloth is used in making laminated shapea or in the
repair of laminated assemblies. Another use k in
the repair of metal structures.
Mat Molded Parts
Nonstructural parts, such a junction boxes,
heater ducts, relay shields, and other electrical ap-
plicatione, are manufactured from mat-molded &et
glass. Molded mat fiber glass i short chopped fibers
molded in a mat form. The aeaembliea are fabri-
cated by a process wherein the chopped fibem are
molded around a form, bonded together by use of a
resin, and cured while under heat and pressure.
Carelessness in removing or handling mat-molded
parts can cauae the aaeembly to become damaged.
Vibration may be another factor in the cause of
cracks in the atreemblies. Damage to mat-molded
parta usually consiste of holes or cracks (figure
5-101). Similar repair procedures are used for
either type of damage.
Y-in. dia. max.
s-in. max.
FIGURE S-101. Typical damage to mat molded parts.
Repair Procodum
The following procedures are typical of those
used in the repair of a mat-molded assembly. How-
ever, they are not to be construed 81) the only proce-
dures that could be used. The correct section of the
structural repair manual for the specific aircraft
should be consulted and followed in all eituatione.
(1) Inspect the part for location of the crack.
(2) Remove the paint or protective coating
from around the damaged area.
(3) Stop-drill the end of the crack. The size
of the twist drill should be not smaller
than l/s in. and not larger than 9/rs in.
(4) Lay out and sand the damaged area to
the dimensions given in figure 5-102. Re-
move one-third of the material from both
sides of the damaged area. Revel the area
150 to 450, as shown in figure 5-102, and
eand 1/ in. beyond the beveled area.
Beveled edge
(5)
(6)
(7)
(8)
(9)
(10)
FIGURE 5-102. Mat molded repair.
Prepare two pieces of PVA (polyvinyl
alcohol) film large enough to cover the
repair area.
Prepare two pieces of metal large enough
to cover the area. Use any piece of metal
that will provide satisfactory holding
strength.
Check and start the air-circulating fur-
nace. Set the temperature regulator at
220 F.
Select and prepare the resin mixture.
Cut the mat fiber glass material and satu-
rate it in the prepared resin. Cut enough
piecee of material to build up the beveled
out area to it8 original contour.
Insert the saturated mat fiber glass mate-
rial into the repair area. (See figure
5-103.)
Mat fiber glass material
impregnated with resin
,:,:: I
. I
1/3T
FIGURE 5-103. Insertion of precut saturated sections.
(a) Do one side at a time.
(b) Cover each side with the precut PVA
film.
(c) Place the prepared metal plate on each
side of the repair as it is completed.
(d) Secure the repair in place by use of
(11)
(12)
(13)
(14)
(15)
C-clamps.
Place the assembly in the preheated oven
for at least 1 hr. (check applicable or
manufacturers instructions for the resin
used).
Remove the assembly from the oven and
let it cool at room temperature.
Disassemble the repair, removing C-
clamps, metal plates, and PVA film.
Sand both sides to a smooth finish and
to the original contour of the part.
Inspect the repair for soundness, using a
metallic ring test. A good repair, when
struck with a coin or light aluminum
hammer, should resound with a metallic
ring.
RADOMES
Tbe protective dome or domelike covering for a
radar antenna or other radar equipment is called a
radome. It must be able to withstand the effects of
hail, icing, wind, temperature changes, static elec-
tricity, supersonic speeds, and stratospheric alti-
tudes. Also, it must have excellent dielectric quali-
ties.
Handling, Installation, and Storage
Caution should always be used when handling,
installing, or storing aircraft radomes. The necess-
ity for the utmost care to prevent damage to sand-
wich parts cannot be overemphasized. Radomes
(radar and radio antenna housings) are especially
susceptible to damage. Damage is sometimes minute
and invisible, but when exposed to vibration, stress,
or liquids (water or oil), deterioration follows. Mi-
crowave distortion and energy losses occur as a
result of cracks, punctures, and other physical dam-
age, including moisture and oil contamination.
Take care also to avoid contamination with paint
removers and stripping compounds normally used
on the metal parts of the aircraft for removing
finishes. Some of these materials have been found to
penetrate the plastic facings of the radome and may
have an adverse effect on its electric properties or
its strength. Mild soap and water are used for gen-
eral cleaning of radome surfaces. When a solvent
cleaner is required for removing oils and greases on
radome surfaces, use a clean cloth dampened with
MEK.
Radomes must be handled with epecial care. Plac-
ing radomes upon rough surfaces and among metal
parts must be avoided. Caution should always be
used to avoid radome damage resulting from the
radome striking against work stands, being
dropped, or being drug across rough surfaces.
Correct radome installation begins with the un-
crating procedure. Before uncrating a radome, pro-
vide a clean padded surface at least as large as that
which the radome will occupy when uncrated. Ad-
here closely to the instructions for opening the ra-
dome crate. This will prevent damages that would
be inflicted to the radome by protruding nails,
bolts, staples, or other sharp objects. Installation
instructions outlined in the applicable aircraft
maintenance manual must be followed closely when
installing radomes. Should sanding or grinding of
the radome be required to fit a mounting frame, the
sanded surfaces should be classified as a class I
repair (discussed later in this chapter) and re-
worked accordingly.
Radomes should be stored where they are not
subject to high humidity. They should be stored in
suitable crates or padded racks and supported from
the mounting holes. Avoid stacking radomes di-
rectly upon each other.
Detection and Removal of Oil and Moisture
All radomes are susceptible to moisture and oil
contamination. Either can be the cause of very seri-
ous degradation of tbe performance of the aircrafts
radar system. Contamination also causes weakening
of the radome facing and the facing-to-core bonding
strength.
Radomes should be inspected for moisture or oil
contaimination prior to repairing or identifying as
serviceable; they must be clean and dry prior to
electrical testing. Radomes can be checked for mois-
ture pockets using an electronic moisture meter. The
probe unit of the meter should be held in contact
with the inner surface of the radome and slowly
moved over the surface. The presence of moisture
will be indicated on the calibrated meter dial. MO&
ture detection and removal procedures should be
accomplished on all radomes before performing re-
pairs.
inspection For Damage
Radomes should be visually inspected for delami-
nations, scars, scratches, or erosion of the protec-
223
tive coating that would affect only the outer ply.
They should be inspected also for punctures, con-
tamination, fractures of plies affecting either the
plies on one side, the plies and core material, or
damage extending completely through the outer
plies, core material, and inner plies. Different air-
craft have dirferent limitations on damage that is
reparable, the type of repairs allowed and on dam-
age that is nonreparable. This information can
usually be found in the maintenance manuals for
the specific aircraft.
Damages to sandwich parts are divided into
groups or classes according to the severity and pos-
sible effect upon the structure of the aircraft and
upon electrical efficiency. Damages are classified in
three basic classes: (1) Class I repairs-scars,
scratches, or erosion affecting the outer ply only:
(2) class II repairs-punctures, delaminations, con-
taminations, or fractures in one facing only, possi-
bly accompanied by damage to the core; and (3)
class III repairsdamage extending completely
through the sandwich affecting both the facings and
the core.
Radome Repairs ,
Repair procedures are developed with the objec-
tive of equaling as nearly as possible the electrical
and strength properties of the original part with a
minimum of increase in weight. This can be accom-
plished by repairing damaged parts with approved
materials and working techniques. Therefore ra-
dome repairs should be accomplished in accordance
with manufacturers procedures by specially trained
personnel of a shop which has proper facilities and
adequate test equipment to ensure a satisfactory
repair.
Testing of Repairs
Radomes must be repaired in a manner that will
ensure not only the structural integrity of the
radome, but the electrical characteristics as well.
The type of electrical test required after a repair is
completed depends on the purpose for which the
radome was designed. Typical of the type of elec-
trical tests conducted are:
(1) Transmissivity, which is the average one-
way power transmission through the ra-
dome or the ratio of power transmitted
through the radome to the same power
transmitted with the radome removed.
(2) Incidence reflection, the power reflected
into the radar system by the radome.
(3) Deflection or refraction to check for possi-
ble ghosts or false target returns.
WOODEN AIRCRAFT STRUCTURES
While the trend is undoubtedly toward all-metal
aircraft, many airplanes still exist in which wood
was used as the structural material. The inspection
and repair of these wooden structures will continue
to be the responsibility of the airframe mechanic.
The ability to inspect wood structures and recog-
nize defects such as dry rot, compression failures,
etc., must be developed.
The information in this section is of a general
nature and should not be regarded as a substitute
for specific instructions contained in the aircraft
manufacturers maintenance and repair manuals.
Methods of construction vary with different types of
aircraft, as will the various repair and maintenance
procedures.
INSPECTION OF WOODEN STRUCTURES
Whenever possible, the aircraft should be kept in
a dry, well-ventilated hangar with all inspection
covers, access panels, etc., removed for as long as
possible prior to inspection. If the aircraft is thor-
oughly dried out, this will facilitate the inspection,
especially when determining the condition of glued
joints.
Before beginning a detailed inspection of the
glued joints and the wood, a rough assessment of
the general condition of the structure can sometimes
be obtained from the external condition of the air-
craft.
The wings, fuselage, and empennage should be
checked for undulation, warping or any other de-
partures from the original shape. In instances where
the wings, fuselage, or empennage structures and
skins form stressed structures (figure 5-104)) no
departure from the original contour or shape is
permissible.
Where light structures using single plywood cov-
ering are concerned, some slight sectional undula-
tion or bulging between panels may be permissible
provided the wood and glue are sound. However,
where such conditions exist, a careful check must be
made of the attachment of the ply to its supporting
structure. A typical example of a distorted single
plywood structure is illustrated in figure 5-105.
The contours and alignment of leading and trail-
ing edges are of particular importance, and a care-
ful check should be made for departure from the
original shape. Any distortion of these light ply
224
FIGURE S-104. Cross sectional view of a stressed-skin structure.
FIGURE S-105. Single ply structure.
wood and spruce structures is indicative of deterio-
ration, and careful internal inspection will have to
be made for security of these parts to the main
wing structure, and for general deterioration of the
light plywood and spruce members. If deterioration
is found in these components, the main wing struc-
ture may also be affected.
Splits in the fabric covering on plywood surfaces
should not be repaired by doping on another piece
of fabric over the affected area. In all cases, the
defective fabric should be removed to ascertain
whether the plywood skin beneath is serviceable,
since it is common for a split in the plywood skin to
be responsible for initiating a similar defect in the
protective fabric covering.
Although a preliminary inspection of the external
structure can be useful in assessing the general
condition of the aircraft, it should be noted that
wood and glue deterioration can often take place
inside a structure without any external indications.
Where moisture can enter a structure, it will seek
the lowest point where it will stagnate and promote
rapid deterioration. It should also be noted that
glue deterioration can take place through other
causes without the presence of water.
Glue failure and wood deterioration are often
closely allied, and the inspection of glued joints
must include an examination of the adjacent wood
structure.
The inspection of a complete aircraft for glue or
wood deterioration will necessitate checks on parts
of the structure which may be known or suspected
trouble spots and which are, in many instances,
boxed in or otherwise inaccessible. In such in-
stances, considerable dismantling is required, and it
may be necessary to cut access holes in ply struc-
tures to facilitate the inspection. Such work must be
done only in accordance with approved drawings or
the repair manual for the aircraft concerned.
Glued Joint Inspection
The inspection of glued joints in aircraft struc-
tures presents considerable difficulties. Even where
access to the joint exists, it is still difficult to posi-
tively assess the integrity of the joint. Keep this in
mind when inspecting wooden structures.
Some of the more common factors which may
cause glue deterioration are: (1) Chemical reac-
tions of the glue caused by aging or moisture, ex-
treme temperatures, or a combination of these fac-
tors, (2) mechanical forces caused mainly by wood
shrinkage, and (3) development of fungus growths.
Aircraft exposed to large cyclic changes of tem-
perature and humidity are especially prone to wood
shrinkage which may lead to glue deterioration.
The amount of movement of wooden members due
to these changes varies with the size of each mem-
ber, the rate of growth of the tree from which the
wood was cut and the way in which the wood was
converted. Thus, two major members in an aircraft
225
structure, secured to each other by glue, are un-
likely to have identical characteristics. Differential
loads will, therefore, be transmitted across the glue
film since the two members will not react in an
identical manner relative to each other. This will
impose stresses in the glued joint which can nor-
mally be accommodated when the aircraft is new
and for some years afterwards. However, glue tends
to deteriorate with age, and stresses at the glued
joints may cause failure of the joints. This is true
even when the aircraft is maintained under ideal
conditions.
When checking a glue line (the edge of the glued
joint) for condition, all protective coatings of paint
should be removed by careful scraping. It is impor-
tant to ensure that the wood is not damaged during
the scraping operation. Scraping should cease im-
mediately when the wood is revealed in its natural
state and the glue line is clearly discernible.
The glue line is often inspected by the use of a
magnifying glass. Where the glue line tends to part
or where the presence of glue cannot be detected or
is suspect, the glue line should be probed with a
thin feeler gage. If any penetration is possible, the
joint should be regarded as defective. It is impor-
tant to ensure that the surrounding wood is dry;
otherwise, a false impression of the glue line would
be obtained due to closing of the joint by swelling.
In instances where pressure is exerted on a joint,
either by the surrounding structure or by metal
attachment devices such as bolts or screws, a false
impression of the glue condition could be obtained
unless the joint is relieved of this pressure before
the glue line inspection is carried out.
The choice of feeler gage thickness will vary with
the type of structure, but a rough guide is that the
thinnest possible gage should be used. Figure S-106
indicates the points where checks with a feeler gage
should be made.
Wood Condition
Dry rot and wood decay are not usually difficult
to detect. Dry rot is indicated by small patches of
crumbling wood. A dark discoloration of the wood
surface or gray stains running along the grain are
indicative of water penetration. If such discolora-
tion cannot be removed by light scraping, the part
should be replaced. Local staining of the wood by
the dye from a synthetic adhesive hardener can be
disregarded.
In some instances where water penetration is sus-
pected, the removal of a few screws from the area
in question will reveal, by their degree of corrosion,
the condition of the surrounding joint (figure
S-107).
The adhesive will cause slight corrosion of the
screw following the original construction; there-
fore, the condition of the screw should be compared
with that of a similar screw removed from another
Ply spar web
I
At all points markedA,check
for glue condition and separation.
ShAnkage
FIGURE S-106. Laminated joint.
226
Fuselage inner and outer ply skins
Reinforced laminated
fuselage member
\
Screw hole
Woodscrew \
Position to check
for separation
/
Bulkhead frame
member
Expansion gap (not to be confused
with joint separation )
Corrosion indicating failure of bulkhead
glued joint to fuselage side
FIGURE 5-107. Checking a wooden structure for water penetration.
part of the structure known to be free from water
soakage.
Plain brass szrews are normally used for rein-
forcing glued wooden members, although zinc-
coated brass is sometimes used. For hardwoods
such as mahogany or ash, steel screws are some-
times used. Unless otherwise specified by the air-
craft manufacturer, it is usual to replace screws
with new screws of identical length but one gage
larger.
Another means of detecting water penetration is
to remove the bolts holding the fittings at spar
root-end joints, aileron hinge brackets, etc. (figure
5-107). Corrosion on the surface of such bolts and
wood discoloration will provide a useful indication
of water penetration.
Experience with a particular aircraft will indicate
those portions of the structure most prone to water
penetration and moisture entrapment, e.g., at win-
dows or the bottom lower structure of entrance
doors. However, this is not necessarily indicative of
the condition of the complete aircraft.
The condition of the fabric covering on ply sur-
facea is of great importance, If any doubt exists
regarding its protective qualities or if there are any
signs of poor adhesion, cracks, or other damage, it
should be removed to reveal the ply skin.
The condition of the exposed ply surface should
be examined. Water penetration will be shown by
dark gray streaks along the grain and a dark discol-
oration at ply joints or screw holes. If these marks
cannot be removed by light scraping or, in the case
227
of advanced deterioration, where there are small
surface cracks or separation of the ply laminations,
the ply should be replaced. Where evidence of water
penetration is found, sufficient areas of the ply sur-
face should be uncovered to determine its extent.
During the inspection, the structure should be
examined for other defects of a mechanical nature.
Information regarding such defects is presented in
the following paragraphs.
Where bolts secure fittings which take load-cany-
ing members, or where the bolts are subject to
landing or shear loads, the bolt holes should be
examined for elongation or surface crushing of the
wood fibers. The bolts should be removed to facili-
tate the inspection. It is important to ensure that
the bolts are a good fit in the holes.
Check for evidence of damage such as bruises or
crushing of structural members which can be
caused, for example, by overtightening bolts. Repair
techniques for such damage are governed by the
extent and depth of the defect.
Compression failures, often wrongly referred to
as compression shakes, are caused by rupture
across the wood fibers. This is a serious defect
which, at times, is difficult to detect. Special care is
necessary when inspecting any wooden member
which has been subjected to abnormal bending or
compression loads during a hard landing. In the
case of a member having been subjected to an ex-
cessive bending load, the failure will appear on the
surface which has been compressed. The surface
subjected to tension will normally show no defects.
In the case of a member taking an excessive direct
compression load, the failure will usually be appar-
ent on all surfaces.
If a compression failure is suspected, a flashlight
shone along the member, with the beam of light
running parallel to the grain, will assist in revealing
this type of failure.
A glued joint may fail in service as a result of an
accident or because of excessive mechanical loads
having been imposed upon it, either in tension or in
shear. It is often difficult to decide the nature of the
load which caused the failure, but remember that
glued joints are generally designed to take shear
loads.
If a glued joint is known to have failed in ten-
sion, it is difficult to assess the quality of the joint,
since these joints may often show an apparent lack
of adhesion. Tension failures often appear to strip
the glue from one surface leaving the bare wood. In
such cases, the glue should be examined with a
magnifying glass, which should reveal a fine layer
of wood fibers on the glued surface. The presence
of fibers indicates that the joint itself is not at fault.
If examination of the glue under magnification does
not reveal any wood fibers but shows an imprint of
the wood grain, this is caused by pre-drying of the
glue before applying pressure during the manufac-
ture of the joints. If the glue exhibits an irregular
appearance with star-shaped patterns, this is an in-
dication that pre-curing has occurred before pres-
sure was applied or that pressure has been incor-
rectly applied or maintained. In all such instances
other joints in the aircraft should be suspect.
If a joint is expected to take tension loads, it will
be secured by a number of bolts or screws (or
both) in the area of tension loading. If a failure
occurs in this area, it is usually very difficult to
form an opinion of the actual reasons for it, be-
cause of considerable breakup of the wood close to
the bolts.
In all cases of glued joint failure, whatever the
direction of loading, there should be a fine layer of
wood fibers adhering to the glue, whether or not
the glue has come away completely from one section
of the wood member. If there is no evidence of fiber
adhesion, this may indicate glue deterioration.
SERVICE AND REPAIR OF WOODEN STRUCTURES
Damage to wooden structures such as wing ribs,
spars, and skin frequently requires repair. When-
ever major wood parts have been damaged, a de-
tailed inspection must be made. Secondary cracks
sometimes start some distance away from the main
damage and proceed in unrelated directions.
The purpose of repairing all wooden structural
parts is to obtain a structure as strong as the origi-
nal. Severe damage will require replacement of the
entire damaged assembly, but minor damage can be
repaired by cutting away the damaged members and
replacing them with new sections. This replacement
is accomplished by glued, or sometimes glued and
nailed, or glued and screw-reinforced splicing.
Materials
Several forms of wood are commonly used in
aircraft. Solid wood or the adjective solid used
with such nouns as beam or spar refers to a mem-
ber consisting of one piece of wood.
Laminated wood is an assembly of two or more
layers of wood which have been glued together with
the grain of all layers or laminations approximately
parallel. Plywood is an assembled product of wood
and glue that is usually made of an odd number of
228
thin plies (veneers) with the grain of each layer at
an angle of 90 with the adjacent ply or plies.
as bearing or reinforcement plates. The woods listed
High-density material includes compreg, impreg, or
in figure S-108 are those used for structural pur-
similar commercial products, heat stabilized wood,
poses. For interior trim, any of the decorative
woods such as maple or walnut can be used since
or any of the hardwood plywoods commonly used
strength is of little consideration in this situation.
Species of wood
Douglas Fir _........ . . . . . . . .._.
Noble Fir ._. .._...._ . . ..__._.__._____._.
Wc\tcm Hemlock _.___.____.__. ,.__..
Pine, Northern White ._._ .._..___._
White Cedar, Port Orford ._..___
Poplar, Yellow ..- . . .
Strength
properties as
compared to
SpCe
Exceeds spruce ._..... ..____
Slightly exceeds spruce
except 8 percent de-
ficient in shear.
Slightly exceeds spruce
Properties between 85
pcrcmt and 96 pcr-
cent those of spruce.
Exccecls spruce __._.____.._..
Slightly less than spruce
except in compression
(crushing) and shear.
Maxi mum
permissible
gram devi
rtion (slop
of grain)
1:15
I:15
1: 15
1: 1.5
1:15
Remarks
Excellent for all uses. Considered as stand-
ard for this table.
hlay he used as substitute for spruce in same
size\ or in slightly reduced sizes providing re-
ductions arc substantiated. Difficult to work
with hand tools.
splinter during fabrrcatron.
S,,me tent;;ze ~l;$l~i~~~
houltl he a\oitled due to inspection difficulties.
Cluing satisfactory.
Sntisfoctory characteristics with respect to
wx~rkahility. w.uping, and splitting. May be
u\etl ah direct substitute for spruce in same
&es providing shear does not become critical.
Ihudness l omcwhut Its\ than spmce. Gluing
snti\factory.
1.t.s~ uniform in texture th.rn spruce. May bc
used its tlircct snh\titute for sprce.
satisfxtory.
Cluing
Exccllcnt working qualities and uniform in
propertics hut somewhat low in hardness and
Aock-resisting c;tpacity. Cannot be used as
\uh\trtute for spruce without increase in sizes
to compensate for lesser strength. Gluing satis-
tactory.
MI! he u\etl as rubstitute for spruce in same
size\ or in slightly reduced sizes providing re-
ductions are \uh\t.mtiated.
hand tool.\.
Easy to work with
Gluing difficult but satisfactory
joints can he obtained if suitable precautions
are taken.
Excellent working qualities. Should not be
used a\ a tlircct substitute for s ruce without
c.uefully accounting for slightly re s
prnperti.3.
uced strength
Somewhat low in shock-resisting
capacity. Cluing satisfactory.
FIGURE 5-108. Woods for aircraft use.
All wood and plywood used in the repair of
aircraft structures must be of aircraft quality. The
Defects Permitted.
species used to repair a part should be the same as
a. Cross grain. Spiral grain, diagonal grain, or
that of the original whenever possible. If it is neces-
a combination of the two is acceptable providing
sary to substitute a different species, follow the
the grain does not diverge from the longitudinal
recommendations of the aircraft manufacturer in
axis of the material more than specified in column
selecting a different species.
3 of figure 108. A check of all four faces of the
board is necessary to determine the amount of
229
divergence. The direction of free-flowing ink will
frequently assist in determining grain direction.
b. Wavy, curly, and interlocked grain. Accept-
able, if local irregularities do not exceed limitations
specified for spiral and diagonal grain.
c. Hard knots. Sound hard knots up to 3/*-inch
in maximum ,diameter are acceptable providing:
(1) they are not in projecting portions of I-beams,
along the edges of rectangular or beveled unrouted
beams, or along the edges of flanges of box beams
_ (except in lowly stressed portions) ; (2) they do
not cause grain divergence at the edges of the
board or in the flanges of a beam more than speci-
fied in column 3 ; and (3) they are in the center
third of the beam and are not closer than 20 inches
to another knot or other defect (pertains to s/8-inch
knots--smaller knots
may
be proportionately
closer). Knots greater than IA-inch must be used
with caution.
d. Pin knot clusters. Small clusters are accept-
able providing they produce only a small effect on
grain direction.
e. Pitch pockets. Acceptable, in center portion
of a beam providing they are at least 14 inches
apart when they lie in the same growth ring and
do not exceed I$&, inch length by l/a-inch width by
l/-inch depth and providing they are not along
the projecting portions of I-beams, along the edges
of rectangular or beveled unrouted beams, or along
the edges of the flanges of box beams.
f. Mineral streaks. Acceptable, providing care-
ful inspection fails to reveal any decay.
Defects Not Permitted.
9. Cross grain. Not acceptable, unless within
limitations noted in a. above.
h. Wavy, curly, and interlocked grain. Not ac-
ceptable, unless within limitations noted in b.
above.
i. Hard knots.
Not acceptable, unless within
limitations noted in c. above.
1. Pin knot clusters. Not acceptable, if they
produce large effect on grain ,direction.
k. Spike knots. These are knots running com-
pletely through the depth of a beam perpendicular
to the annual rings and appear most frequently in
quartersawed lumber. Reject wood containing this
defect.
1. Pitch pockets. Not acceptable, unless within
limitations noted in e. above.
m. Mineral streaks. Not acceptable, if accom-
panied by decay (see f.).
n. Checks, shakes, and splits. Checks are longi-
tudinal cracks extending, in general, across the
annual rings. Shakes are longitudinal cracks
usually between two annual rings. Splits are longi-
tudinal cracks induced by artificially induced
stress. Reject wood containing these defects.
o. Compression wood. This ,defect is very detri-
mental to strength and is difficult to recognize
readily. It is characterized by high specific grav-
ity; has the appearance of an excessive growth of
summer wood; and in most species shows but little
contrast in color between spring wood and summer
wood. In doubtful cases reject the material, or
subject samples to a toughness machine test to
establish the quality of the wood. Reject all ma-
terial containing compression wood.
p. Compression failures. This defect is caused
from the wood being overstressed in compression
,due to natural forces during the growth of the tree,
felling trees on rough or irregular ground, or rough
handling of logs or lumber. Compression failures
are characterized by a buckling of the fibers that
appear as streaks on the surface of the piece sub-
stantially at right angles to the grain, and vary
from pronounced failures to very fine hairlines
that require close inspection to detect. Reject wood
containing obvious failures. In doubtful cases re-
ject the wood, or make a further inspection in the
form of microscopic examination or toughness test,
the latter means being the more reliable.
q. Decay. Examine all stains and discolorations
carefully to determine whether or not they are
harmless, or in a stage of preliminary or advanced
decay. All pieces must be free from all forms of
decay.
GLUES
Glues used in aircraft repair fall into two general
groups: (1) Casein and (2) resin glues. Any glue
that meets the performance requirements of applica-
ble U.S. Military Specifications or has previously
been accepted by the FAA is satisfactory for use in
certificated civil aircraft. In all cases, glues are to
be used strictly in accordance with the glue manu-
facturers recommendations.
Casein glues have been widely used in wood air-
craft repair work. The forms, characteristics, and
properties of water-resistant casein glues have re-
mained substantially the same for many years,
230
except for the addition of preservatives. Casein
glues for use in aircraft should contain suitable
preservatives, such as the chlorinated phenols and
their sodium salts, to increase their resistance to
organic deterioration under high-humidity kxpo-
sures. Most casein glues are sold in powder form
ready to be mixed with water at ordinary room
temperatures.
Synthetic resin glues for wood are outstanding in
that they retain their strength and durability under
moist conditions and after exposure to water. The
best known and most commonly used synthetic resin
glues are the phenol-formaldehyde, resorcinol-for-
maldehyde, and urea-formaldehyde types. The re-
sorcinol-formaldehyde type glue is recommended for
wood aircraft applications. Materials, such as wal-
nut shell flour, are often added by the glue manu-
facturer to the resin glues to give better working
characteristics and joint-forming properties. The
suitable curing temperatures for both urea-formal-
dehyde and resorcinol glues are from 70 F. up. At
the 70 F. minimum temperature, it may take as
long as 1 week for the glue line in a spar splice to
cure to full strength. Thinner pieces of wood and/
or higher curing temperatures shorten curing time
considerably. The strength of a joint cannot be
depended upon if assembled and cured at tempera-
tures below 70 F.
For those not familiar with the terms used relat-
ing to synthetic resin adhesives and their applica-
tion, a glossary follows.
(1) Cold setting adhesive. An adhesive
which sets and hardens satisfactorily at
ordinary room temperature, i.e., 50 F.
to 86 F. (10 C. to 32 C.) within a
reasonable period.
(2) Close contact adhesive. A nongap-fill-
ing adhesive suitable for use only in
those joints where the surfaces to be
joined can be brought into close contact
by means of adequate pressure, and
where glue lines exceeding 0.005 in. can
be avoided with certainty.
(3) Closed assembly time. The time
elapsing between the assembly of the
joints and the application of pressure.
(4) Double spread. The spread of adhe-
sive equally divided between the two sur-
faces to be joined.
(5) Gap-filling adhesive. An adhesive
suitable for use in those joints where the
surfaces to be joined may or may not be
in close or continuous contact, owing ei-
ther to the impossibility of applying ada
quate pressure or to slight inaccuracies
of machining. Unless otherwise stated by
the manufacturer, gap-filling adhesives
are not suitable for use where the glue
line exceeds 0.050 in. in thickness.
(6) Glue line. The resultant layer of adhe-
sive joining any two adjacent wood lay.
ers in the assembly.
(7) Hardener. A material used to promote
the setting of the glue. It may be sup
plied separatdy in either liquid or pow-
der form, or it may have been incorpo-
rated with the resin by the manufacturer.
It is an essential part of the adhesive, the
properties of which depend upon using
the resin and hardener as directed.
(8) Open assembly time. The period of
time between the application of the adhe-
sive and the assembly of the joint compo-
nents.
(9) Single spread. The spread of adhesive
to one surface only.
(10) Spread of adhesive. The amount of
adhesive applied to join two surfaces.
(11) Synthetic resin. A synthetic resin
(phenolic) is derived from the reaction
of a phenol with an aldehyde. A syn-
thetic resin (amino plastic) is derived
from the reaction of urea, thiourea, me-
lamine, or allied compounds with formal-
dehyde.
(12) Synthetic resin adhesive. A composi-
tion substantially consisting of a syn
thetic resin, either the phenolic or amino
type, but including any hardening agent
or modifier which may have been added
by the manufacturer or which must be
added before use, according to manufac-
turers instructions.
Synthetic resin adhesives are used extensively for
joining wooden structures to avoid the localized
stresses and strains which may be set up by the use
of mechanical methods of attachment. The strength
of such structures depends largely on the efficiency
of the glued joints, and cannot be verified by means
other than the destruction of the joints. Acceptance
must be governed by adequate precautions through-
out the gluing process and by the results obtained
by representative test pieces.
Synthetic resin adhesives usually consist of two
231
separate parts, the resin and the hardener. The
resin develops its adhesive properties only as a re-
sult of a chemical reaction between it and the har-
dener. With some adhesives, an inert filler is added
to increase viscosity and to improve the gap-filling
properties of the mixed adhesive.
Synthetic resins can be obtained either in liquid
or powder form. In general, powder resins have the
longest storage life, since they are less susceptible to
deterioration from high ambient temperatures.
Powder resins must be mixed with water in
accordance with the manufacturers instructions be-
fore they can be used in conjunction with a hard-
ener. To obtain satisfactory results, it is essential
that they be properly mixed. Once mixed, the adhe-
sive must not be diluted unless this is permitted by
the manufacturers instructions. In many instances,
manufacturers specify a definite period of time
which must elapse between the mixing and the ap-
plication of the adhesive. During this period, the
adhesive should be covered to prevent contamina-
tion. When resins are supplied in liquid form, they
are ready for immediate use in conjunction with the
hardener. Liquid resin must not be diluted unless
this is permitted by the manufacturers instructions.
When mixing the hardener with the resin, the
proportions must be in accordance with the manu-
facturers instructions. Hardeners should not be
permitted to come into contact with the resin except
when the adhesive is mixed prior to use.
GLUING
The surface to be joined must be clean, dry, and
free from grease, oil, wax, paint, etc. It is important
that the parts to be joined have approximately the
same moisture content, since variations will cause
stresses to be set up because of swelling or shrink-
age which may lead to the failure of the joint.
The moisture content of wood can be determined
by taking a sample of the wood to be glued, weigh-
ing it, and then drying it in an oven at a tempera-
ture of 100 C. to 105 C. Calculate the moisture
content by using the formula:
WI - wa x 1oo
W9
where,
WI = the weight of the sample prior to drying.
w,= the weight of the sample after drying.
Example
Substitution and solution of above formula:
2 - 1.5
--x 100 = .33 or 337%.
1.5
The approximate moisture content can also be
determined by using a moisture meter. When this
instrument is used, its accuracy should be checked
periodically.
The wood to be glued should be at room tempera-
ture. The surfaces to be joined should not be over-
heated since this affects the surface of the wood and
reduces the efficiency of most synthetic resin adhe-
sives.
Synthetic resin adhesives are very sensitive to
variations in temperature. The usable (pot) life of
the adhesive, proportion of hardener to use, and
clamping time all depend largely on the temperature
of the glue room at the time of gluing.
It is generally desirable to apply adhesive to both
surfaces of the material. This applies particularly
where the glue line is likely to be variable or when
it is not possible to apply uniform pressure.
The adhesive can be applied by a brush, glue
spreaders, or rubber rollers that are slightly
grooved. The amount of adhesive required depends
largely on the type of wood and the accuracy of
machining. Dense wood requires less adhesive than
soft or porous types. Adhesive should be applied
generously to an end grain. Smooth, side-grained
surfaces may be satisfactorily glued with a thin
spread. The general rule is that the adhesive should
completely cover the surfaces to be glued and re-
main tacky until pressure is applied to the joint.
Difficult gluing conditions may occur when a soft
wood is to be glued to one much denser because the
adhesive tends to flow into the more porous wood.
In such instances, unless otherwise specified by the
manufacturer of the adhesive, precoating and par-
tial drying of the softer surface, before normal
spreading, is suggested.
Care should be taken before applying ihe adhe-
sive to ensure that the surfaces will make good
contact and that the joint will be positioned cor-
rectly. The interval between the application of the
adhesive and assembly of the joint should be kept
as short as possible. Some adhesives contain sol-
vents which should be allowed to evaporate before
the joint is assembled. If this is not done, bubbles
may be created and result in a weak joint. For
adhesives of this type, the manufacturer will specify
a time interval which should elapse before the joint
is closed.
To ensure that the two surfaces bind properly,
pressure must be applied to the joint. The strength
of the joint will depend to a great extent upon how
evenly the force is applied. The results of evenly
232
and unevenly applied pressure are illustrated in
figure S-109.
Pressure is used to squeeze the glue out into a
thin continuous film between the wood layers, to
force air from the joint, to bring the wood surfaces
into intimate contact with the glue, and to hold
them in this position during the setting of the glue.
Pressure should be applied to the joint before the
glue -becomes too thick to flow and is accomplished
by means of clamps, presses, or other mechanical
devices.
Non-uniform gluing pressure commonly results in
weak and strong areas in the same joint. The
amount of pressure required to produce strong
joints in aircraft assembly operations may vary
from 125 to 150 p.s.i. for softwoods and 150 to 200
p.s.i. for hardwoods. Insufficient pressure to poorly
machined wood surfaces usually results in thick
glue line-s, which indicates a weak joint, and should
be carefully guarded against.
The methods used in applying pressure to joints
in aircraft gluing operations range from the use of
brads, nails, screws, or clamps to the use of hy
draulic and electrical power presses. Hand-nailing
is used rather extensively in the gluing of ribs and
in the application of plywood skins to the wing,
control surfaces, and fuselage frames.
On small joints, such as those found in wood
ribs, the pressure is usually applied only by nailing
the joint gussets in place after spreading the glue.
Since small nails must be used to avoid splitting,
the gussets should be comparatively large in area to
compensate for the relative lack of pressure. At
least four nails (cement-coated or galvanized and
barbed) per sq. in. are to be used, and in no event
Arrows indicate pressure
Pressure block -
FIGURE 5-109. Results of uneven and even pressure.
must nails be more than 3/4 in. apart. Small brass
screws may also be used advantageoulsy when the-
particular parts to be glued are relatively small and
do not allow application of pressure by means of
clamps.
Apply pressure using cabinet maker clamps, par-
allel clamps, or similar types. Use handspring
clamps in conjunction with softwood only. Because
of their limited pressure area, they should be ap
plied with a pressure-distributing strip or block at
least twice as thick as the member to be pressed.
High clamping pressures are neither essential nor
desirable, provided good contact between the sur-
faces being joined is obtained. When pressure is
applied, a small quantity of glue should be squeezed
from the joint. This should be wiped off before it
dries. The pressure must be maintained during the
full setting time. This is important since the adhe-
sive will not reunite if disturbed before it is fully
set.
The setting time depends on the temperature at
which the operation is carried out. An increase in
temperature results in a decrease in the setting pe-
riod. Conversely, a decrease in temperature causes
an increase in the setting time.
Full joint strength and resistance to moisture will
develop only after conditioning for at least 2 days.
Again, this depends on the ambient temperature and
the type of hardener used. Usually when repairs are
made, the joint will be of sufficient strength after 1
day.
Testing Glued Joints
Frequent tests should be made to ensure that the
joints are satisfactory. Whenever possible, tests
should be carried out on pieces cut from the actual
component. The test samples should be 1 in. wide
and at least 2 in. long. The pieces should be joined
with one member overlapping the other by /8 in.
The glued test sample should be placed in a vice
and the joint broken by exerting pressure on the
overlapping member. The fractured glue faces
should show at least 75% of the wood fibers evenly
distributed over the fractured glue surfaces. A typi-
cal broken test piece is shown in figure 5-110.
Where repairs are to be made on old aircraft in
which the wooden structure is joined with a casein
cement, all traces of the casein cement must be
removed from the joint, since this material is alka-
line and is liable to a&ct the setting of a synthetic
resin adhesive. Local staining of the wood by the
casein cement can, however, he disregarded.
233
FIGURE 5-110. Typical broken test piece.
SPLtCED JOINTS
The scarf joint is generally used in splicing struc-
tural members in aircraft. As illustrated in figure
5-111, the two pieces to be joined are beveled and
glued. The slope of the bevel should be not less than
10 to 1 in solid wood and 12 to 1 in plywood. Make
the scarf cut in the general direction of the grain
slope as shown in figure 5-111.
The chief difficulty encountered in making this
type of joint is that of obtaining the same bevel on
each piece. The strength of the joint will depend
upon the accuracy of the two beveled surfaces, be-
cause an inaccurate bevel will reduce the amount of
effective glue area. (See figure 5-111.)
FIGURE 5-111. Beveling scarf joint.
One method of producing an accurate scarf joint
is illustrated in figure 5-112. After the two bevels
are cut, the pieces are clamped to a 2X4 backboard
or some similar material. A fine-tooth saw is then
run all the way through the joint. One of the pieces
is then tapped on the end until it will move no
farther, and the saw is again passed through the
joint. This procedure is continued until the joint is
perfect. A light cut of a plane is then used to
smooth the surfaces of the joint.
FIGURE 5-112. Making a scarf joint.
234
It is recommended that no more than 8 hrs. be
permitted to elapse between final surfacing and
gluing. The gluing surfaces should be machined
smooth and true with planers, jointers, or special
miter saws. Planer marks, chipped or loosened
grain, and other surface irregularities are not per-
mitted. Sandpaper must never be used to smooth
softwood surfaces that are to be glued. Sawed sur-
faces must be similar to well-planed surfaces in
uniformity, smoothness, and freedom from crushed
fibers.
Tooth-planing, or other means of roughening
smooth, well-planed surfaces of normal wood before
gluing are not recommended. Such treatment of
well-planed wood surfaces may result in local irreg
ularities and objectionable rounding of edges. Al-
though sanding of planed surfaces is not recom-
mended for softwoods, sanding is a valuable aid in
improving the gluing characteristics of some hard
plywood surfaces, wood that has been compressed
through exposure to high pressure and tempera-
tures, resin-impregnated wood (impreg and com-
preg) , or laminated paper plastic (papreg) .
PLYWOOD SKIN REPAIRS
Most skin repairs can be made using either the
surface or overlay patch, the splayed patch, the
plug patch, or the scarf patch. Probably the easiest
to make is the surface patch. Surface patches should
not be used on skins over $&in. thick.
To repair a hole by this method, trim the dam-
aged skin to a rectangular or triangular shape de-
pending upon the exact location of the damage rela-
tive to the framing members (figure 5-113). Where
. &A
-JL------JL---
---, t ------, T------~T -------, r---
!I I
8, II
-
r Front spar
I Minimum
radius =
5 times
skin
thickness
- Rear spar
FIGURE 5-113. Typical shapes for damage removal.
the framing members form a square corner and the
damage does not extend to the next parallel mem-
ber, a triangular opening should be made. The cor-
ners of the cutouts should be rounded with a radius
of at least five times the thickness of the skin.
Doublers, made of plywood at least as thick as
the skin, are reinforcements placed under the edge
of the hole inside the skin. The doublers are nailed
and gluded in place. The doublers are extended
from one framing member to another and are
strengthened at the ends by saddle gussets attached
to the framing members.
A patch large enough to extend at least 12 times
the skin thickness beyond all edges of the opening
is cut from material of the same kind and thickness
as the original panel. The edges of the patch are
then beveled (scarfed), as shown in figure 5-114.
It is usually impossible to use clamps when
gluing an external patch; therefore, the pressure is
applied by some other means. It is usually done by
placing heavy weights on the patch until it is dry.
Two or three small nails driven through the patch
will prevent slipping during the drying.
After a surface patch has dryed, it should be
covered with fabric. The fabric should overlap the
original plywood skin by at least 2 in.
Surface patches located entirely aft of the 10%
chord line, or which wrap around the leading edge
and terminate aft of the 10% chord line are permis-
sible. The leading edge of a surface patch should be
beleved with an angle of at least four times the skin
thickness. Surface patches can have as much as a
50-in. perimeter and can extend from one rib to the
next. The face-grain dircotion of the patch must be
in the same direction as the original skin. Surface
patches should not be used on skins over l/a-in.
thick.
Flush Patches
In places where an external patch would be
objectionable, such as on wing coverings or fuse-
lage skin, etc., a flush patch can be used.
Plug Patches
Two types of plug patches, oval and round, can
be used on plywood skins. Since the plug patch is
strictly a skin repair, it should be used only for
damage that does not involve the supporting struc-
ture under the skin.
A plug patch has edges cut at right angles to the
surface of the skin. The skin is cut out to a clean
round cr oval hole with square edges. The patch is
cut to the exact size of the hole, and when installed,
235
4
,-AL
il
II
a--- JL----AL
jj
----dL-,
.-n
Front spar
( 1
3T ( f: minimum )
Section A-A
-Rib cap
Plywood saddle gusset
Minimum thickness = T
Nailed-glued in place
wl2Te1 T I-Patch I - lvr-I T .-n-r-l-
Section B-B
Section C-C
FIGURE 5-114. Surface patches.
236
/
Grain direction of skin, patch, and doubler
t
-Saw cut in doubler
/
/I 0
/
,/JL -
O /
.
\
I
/
\
/
I a.
0
0
\
,
0 :
Outer edge of doubler
I
LNail holes
I- Screw holes - to be filled before finishing
Butt joint of patch to skin
Plug patch
Saw cut in doubler
Dimensions
A B C
Small circular plug patch
2% 2 1%
1 Large circular plug patch
I 3x I 3 I 2% I
(Two rows of screws and nails required for large patch)
FIGURE 5-115. A round plug patch.
237
the edge of the patch forms a butt joint with the
edge of the hole.
A round plug patch, shown in figure 5-115, can
be used where the cutout hole is no larger than 6
in. in diameter. Large and small circular patches
have been designed for holes of 6 and 4 in. in
diameter.
(5)
The steps for making a circular or round plug
patch are:
(1)
(2)
(3)
(4)
Cut a patch of the correct dimension for
the repair. The patch must be of the same
material and thickness as the original
skin. Orientation of the face-grain direc-
tion of the round plug patch to that of the
skin surface is no problem, since the
round patch may be rotated until grain
directions match.
Lay the patch over the damaged spot and
mark a circle of the same size as the
patch.
Cut the skin out so that the patch fits
snugly into the hole around the entire pe-
rimeter.
Cut a doubler of I/-in. plywood so that its
outside radius is /8 in. greater than the
hole to be patched and the inside radius is
46)
(3
03)
/8 in. less. For a large patch, these dimen-
sions would be 7/s in. each. The doubler
should be of a soft plywood such as pop
lar.
Cut the doubler through one side so that
it can be inserted through to the back of
the skin. Apply a coat of glue to the outer
half of the doubler surface where it will
bear against the inner surface of the skin.
Install the doubler by slipping it through
the cutout hole and centering it so that it
is concentric with the hole. Nail it in place
with nailing strips, using a bucking bar or
similar object for backing. Waxed paper
must be placed between the nailing strips
and the skin.
After the glue has set in the installation of
the doubler, apply glue to the surface of
the doubler where the patch is to join and
to the same area on the patch. Insert the
patch in the hole.
Apply pressure to the patch by means of a
pressure plate and No. 4 wood screws
placed at approximately l-in. spacing.
Waxed paper or cellophane placed be
Butt joint of patch to skin
Inner edge of doubler
Screw holes - to be filled before finishing
Two rows of screws and nails required
on large patch
Plug patch (grain parallel to skin)
I I
Plywood doubler ( grain parallel to skin )
FIGURE 5-116. An oval patch.
238
tween the plate and patch will prevent
glue from sealing the plate to the patch.
(9) After the glue has set, remove the nails
and screws. Fill the nail and screw holes,
sand, and finish to match the original sur-
face.
The steps for making an oval plug patch, figure
5-116, are identical with those for making the
round patch. The maximum dimensions for large
oval patches are 7-in. long and S-in. wide. Oval
patches must be prepared with the face grain care-
fully oriented to the same direction as the original
skin.
Splayed Patch
A splayed patch is a patch fitted into the plywood
to provide a flush surface. The term splayed de-
notes that the edges of the patch are tapered, but
the slope is steeper than is allowed in scarfing oper-
ations. The slope of the edges is cut at an angle of
five times the thickness of the skin.
Splayed patches may be used where the largest
dimension of the hole to be repaired is not more
than 15 times the skin thickness and the skin thick-
ness is not more than l/10 in.
Lay out the patch as shown in figure 5-117. Tack
a small piece of plywood over the hole for a center
point. Draw two concentric circles around the dam-
aged area. The difference between the radii of the
circles is five times the skin thickness. The inner
circle marks the limit of the hole and the outer one
marks the limit of the taper.
Cut out the inner circle and taper the hole evenly
to the outer mark with a chisel, knife, or rasp.
f
Weights or clamp
r Pressure plate W
FIGURE 5-117. A splayed patch.
Prepare a circular patch, cut and tapered to match
the hole. The patch is of the same type and thick-
ness as the plywood being repaired.
Apply glue to the beveled surfaces and place the
patch into place with the face-grain direction
matching that of the original surface.
After the patch is in place, a pressure plate cut to
the exact size of the patch is centered over the
patch, with waxed paper between the two, and
pressed firmly against the patch with a weight
(sometimes a sandbag) or clamp. Since there is no
reinforcement behind the splayed patch, use care to
prevent excess pressure. After the glue has set, fill,
sand, and finish the patch to match the original
surface.
Scarf Patch
A properly prepared and inserted scarf patch is
the best repair for damaged plywood and is pre-
ferred for most skin repairs. The scarf patch differs
from the splayed patch in that the edges are scarfed
to a 12 to 1 slope instead of the 5 to 1 used with
the splayed patch. The scarf patch also uses rein-
forcements under the patch where the glue joints
occur.
Much of the outside surface of plywood aircraft
is curved. If the damaged plywood skin has a ra-
dius of curvature greater than 100 times the skin
thickness, a scarf patch can be installed. Backing
blocks or other reinforcements must be shaped to fit
the skin curvature.
Figures 5-118 and 5-119 illustrate methods for
making scarfed flush patches. Scarf cuts in plywood
are made by hand plane, spoke shave, scraper, or
accurate sandpaper block. Rasped surfaces, except
at the corners of scarf patches and sawed surfaces,
should be avoided since they are likely to be rough
or inaccurate.
When the back of a damaged plywood skin is
accessible (such as a fuselage skin), it should be
repaired with scarf patches following the details
shown in figure 5-118. Whenever possible, the edge
of the patch should be supported as shown in sec-
tion C-C. When the damage follows or extends to a
framing member, the scarf should be supported as
shown in section B-B.
Damages that do not exceed 25 times the skin
thickness in diameter after being trimmed to a cirs
cular shape can be repaired as shown in figure
5-118, section D-D, provided the trimmed opening
is not nearer than 15 times the skin thickness to a
framing member. The backing block is carefully
239
ii
f--B
I !!I \ \ II -Mauimlmn
r Nailing strips
!!
diameter
25T
Minimum
_ distance _
Patch
Plywood saddle gusset
Minimum thickness = T
Nail-glue in place
Section A-A
I!-
Clamp and glue backing to frame and skin
Section B-B Section C-C
Cellophane or waxpaper.
FIGURE 5-118. Scarf patches, back of skin accessible.
240
,
---dL-----
Front spar
ii
II
If
II
---JL-------,
---
ll------
! ! Rear spar , ,
. * . I
P--12T-y
I I F
Plywood skin
Nail and glue in place
(minimum thickness = T)
Section B-B
Section C-C
FIGURE 5-119. Scarf patches, back of skin not accessible.
241
shaped from solid wood and fitted to the inside
surface of the skin, and it is temporarily held in
place with nails. A hole, the exact size of the inside
circle of the scarf patch, is made in the block and is
centered over the trimmed area of damage. The
block is removed after the glue on the patch has set,
leaving a flush surface to the repaired skin.
When the back of a damaged plywood skin is not
accessible, it should be repaired as outlined in
figure 5-119. After removing damaged sections, in-
stall backing strips along all edges that are not fully
backed by a rib or a spar. To prevent warping of
the skin, backing strips should be made of a soft-
textured plywood, such as yellow poplar or spruce
rather than solid wood. All junctions between back-
ing strips and ribs or spars should have the end of
the backing strip supported by a saddle gusset of
plywood.
If needed, nail and glue the new gusset plate to
the rib. It may be necessary to remove and replace
the old gusset plate with a new saddle gusset, or it
may be necessary to nail a saddle gusset over the
original.
Attach nailing strips to hold backing strips in
place while the glue sets. Use a bucking bar where
necessary to provide support for nailing. Unlike the
smaller patches made in a continuous process, work
on the aircraft must wait while the glue, holding the
backing strips, sets. After the glue sets, fill and
finish to match the original skin.
Fabric Patch
Small holes that do not exceed 1 in. in diameter,
after being trimmed to a smooth outline, can be
repaired by doping a fabric patch on the outside of
the plywood skin. The edges of the trimmed hole
should first be sealed, and the fabric patch should
overlap the plywood skin by at least 1 in. Holes
nearer than 1 in. to any frame member, or in the
wing leading edge or frontal area of the fuselage,
should not be repaired with fabric patches.
SPAR AND RIB REPAIR
The web members of a spar or rib can be re-
paired by applying an external or flush patch, pro-
vided the damaged area is small. Plates of spruce or
plywood of sufficient thickness to develop the longi-
tudinal shear strength can be glued to both sides of
the spar. Extend the plates well beyond the termina-
tion of the crack as shown in figure 5-120.
If more extensive damage has occurred, the web
should be cut back to structural members and re-
paired with a scarf patch. Not more than two
splices should be made in any one spar.
A spar may be spliced at any point except under
wing attachment fittings, landing-gear fittings, en-
gine-mount fittings, or lift-and-interplane strut fit-
tings. Do not permit these fittings to overlap any
part of the splice. Splicing under minor fittings
such as drag wire, antidrag wire, or compression
1
5 to 1 slope
No fittings within these limits
Direction of grain of spruce
or face grain of plywood
FIGURE S-120. Reinforcing a longitudinal crack in a solid or internally routed spar.
A/4
242
strut fittings is acceptable under the following con- crank support brackets, or control surface
ditions : support brackets should not be altered.
(1) The reinforcement plates of the splice (2) The reinforcement plate may overlap drag
should not interfere with the proper at- or antidrag wire or compression strut fit-
tachment or alignment of the fittings. The tings if the reinforcement plates are on the
locations of pulley support brackets, bell- front-face of the front spar or on the
No fitting within these limits
SPLICING OF SOLID RECTANGULAR SPAR
- 6A
No fitting within these limits
SPLICING OF SOLID ROUTED SPAR
-6B
J-
10B
\-
/A -/
D- -C-
SPLICING OF BbX SPAR FLANGES
FIGURE 5-121. Spar splicing.
243
rear-face of the rear spar. In such cases it
will be necessary to install slightly longer
bolts. The inside reinforcement plate
should not overlap drag strut fittings, un-
less such overlapping does not require suf-
ficient shortening of compression struts or
changes in drag-truss geometry to prevent
adjustment for proper rigging. Even
though takeup is su5cient, it may be nec-
essary to change the angles on the fittings.
Space the splices so that they do not over-
lap. Reinforcement plates must be used as
indicated on all scarf repairs to spars. The
desired slope for the scarf is 12 to 1, but a
slope of not less than 10 to 1 is accepta-
ble. The plates are held in place by glue
and must not be nailed.
Figure 5-121 illustrates the general method for
splicing common types of wooden spars.
Always splice and reinforce plywood webs with
the same type of plywood as the original. Do not
use solid wood to replace plywood webs. Plywood is
stronger in shear than solid wood of the same thick-
ness because of the variation in grain direction of
the individual plies. The face-grain of plywood re-
placement webs and reinforcement plates must be in
the same direction as that of the original member to
ensure that the new web will have the required
strength. One method of splicing plywood webs is
shown in figure 5-122.
BOLT AND BUSHING HOLES
All bolts and bushings used in aircraft structures
must fit snugly into the holes. Looseness allows the
bolt or fitting to work back and forth, enlarging the
hole. In cases of elongated bolt holes in a spar or
cracks in the vicinity of bolt holes, splice in a new
section of spar, or replace the spar entirely.
Holes drilled to receive bolts should be of such
size that the bolt can be inserted by light tapping
with a wood or rawhide mallet. If the hole is so
tight that heavy blows are necessary to insert the
bolt, deformation of the wood may cause splitting
or unequal load distribution.
Rough holes are often caused by using dull bits
or trying to bore too rapidly. Well-sharpened twist
drills produce smooth holes in both solid wood and
plywood. The twist drill should be sharpened to
approximately a 60 angle. All holes bored for bolts
which are to hold fittings in place should match
exactly the hole in the fitting.
Plywood cover strip
4B
7" T
same thickness as A
+l B\
( l/6 flange
depth )
FIGURE 5-122. Method of splicing a box-spar web.
Bushings made of plastic or light metal provide
additional bearing surface without any great in-
crease in weight. Sometimes light steel bushings are
used to prevent crushing the wood when bolts are
tightened. The holes for bushings should be of such
size that the bushing can be inserted by tapping
lightly with a wood or rawhide mallet.
J
I
Af j-
+
\
A
Face grain of plywood
side plates
L Spruce block
FIGURE 5-123. A rib cap-strip repair.
244
RIB REPAIRS
A cap strip of a wood rib can be repaired using a
scarf splice. The repair is reinforced on the side
opposite the wing covering by a spruce block which
extends beyond the scarf joint not less than three
times the thickness of the strips being repaired. The
entire splice, including the reinforcing block, is
reinforced on each side by a plywood side plate as
shown in figure 5-123.
When the cap strip is to be repaired at a point
where there is a joint between it and cross members
of the rib, the repair is made by reinforcing the
scarf joint with plywood gussets, as shown in figure
5-124.
// \ of &wood
A, B, C, D and E are original dimensions.
Reinforcement plates shall he plywood
glued and nailed.
FIGURE 5-124. A rib repair at a joint.
When it is necessary to repair a cap strip at a
spar, the joint should be reinforced by a continuous
gusset entending over the spar as shown in figure
5-125.
Edge damage, cracks, or other local damage to a
spar can be repaired by removing the damaged
portion and gluing in a properly fitted block, as
shown in figure 5-126, reinforcing the joint by
means of plywood or spruce blocks glued into place.
The trailing edge of a rib can be replaced and
repaired by removing the damaged portion of the
cap strip and inserting a softwood block of white
pine, spruce, or basswood. The entire repair is then
reinforced with plywood gussets and nailed and
glued as shown in figure 5-127.
A, B, C, D, and E are
original dimensions
FIGURE 5-125. A rib repair at a spar.
p No fittings within these limits 1 ,
Edge damage repaired
A/4 =
AJ
FIGURE 5-126. The repair of cracks and edge damage on
a solid spar.
Compression ribs are of many different types,
and the proper method of repairing any part of this
type of rib is specified by the manufacturer. Figure
5-128 shows a typical repair made to a compression
rib built up of a plywood web and three longitudi-
nal members, the center one of which has been
245
FIGURE 5-127. A rib trailing-edge repair.
repaired by a properly reinforced scarf joint and
an outside layer of plywood.
Such members as glue blocks, filler blocks, com-
pression members, braces, and rib diagonals should
not be repaired, but should be replaced. Wherever
it is possible to replace a damaged member, it is
always better to do so than to attempt a repair.
yr$s :,
FIGURE S-128. A compression-rib repair.
246
GENERAL
Metals can be joined by mechanical means (bolt-
ing or riveting, or by welding, brazing, soldering or
adhesive bonding). All of these methods are used in
aircraft construction. This chapter will discuss the
methods used to join metals by welding, brazing,
and soldering.
Welding
Welding is the process of joining metal by fusing
the materials while they are in a plastic or molten
state. There are three general types of welding: (1)
G as, (2) electric arc, and (3) electric resistance
welding. Each of these types of welding has several
variations which are used in aircraft construction.
Welding is used extensively in the repair and
manufacture of aircraft. Such parts as engine
mounts and landing gear are often fabricated in
this manner, and many fuselages, control surfaces,
fittings, tanks, etc., are also of welded construction.
Structures that have been welded in manufacture
may generally be repaired economically by using
the same welding process. Careful workmanship,
both in preparation and actual welding, is of utmost
importance.
Welding is one of the most practical of the many
metal-joining processes available. The welded joint
offers rigidity, simplicity, low weight, and high
strength. Consequently, welding has been univer-
sally adopted in the manufacture and repair of all
types of aircraft. Many structural parts as well as
nonstructural parts are joined by some form of
welding, and the repair of many of these parts is an
indispensable part of aircraft maintenance.
It is equally important to know when not to weld,
as it is to know when. Many of the alloy steels or
high-carbon steel parts that have been hardened or
strengthened by heat treatment cannot be restored
to 100% of their former hardness and strength
after they have been welded.
Gas Welding
Gas welding is accomplished by heating the ends
or edges of metal parts to a molten state with a high-
temperature flame. This flame is produced with a
torch burning a special gas such as acetylene or
CHAPTER 6
AIRCRAFT WELDING
hydrogen with pure oxygen. The metals, when in a
molten state, flow together to form a union without
the application of mechanical pressure or blows.
Aircraft parts fabricated from chrome-molybde-
num or mild carbon steel are often gas welded.
There are two types of gas welding in common use:
(1) Oxyacetylene and (2) oxyhydrogen. Nearly all
gas welding in aircraft construction is done with an
oxyacetylene flame, although some manufacturers
prefer an oxyhydrogen flame for welding alumi-
num alloys.
Electric Arc Welding
Electric arc welding is used extensively in both
the manufacture and repair of aircraft, and can be
satisfactorily used in the joining of all weldable
metals. The process is based on using the heat gen-
erated by an electric arc. Variations of the process
are: (1) Metallic arc welding, (2) carbon arc weld-
ing, (3) atomic hydrogen welding, (4) inert-gas
(helium) welding, and (5) multi-arc welding. Me-
tallic arc and inert-gas welding are the two electric
arc welding processes most widely used in aircraft
construction.
Electric Resistance Welding
Electric resistance welding is a welding process
in which a low-voltage, high-amperage current is
applied to the metals to be welded through a heavy,
low-resistance copper conductor. The materials to
be welded offer a high resistance to the flow of
current, and the heat generated by this resistance
fuses (welds) the parts together at their point of
contact.
Three commonly used types of electric resistance
welding are butt, spot, and seam welding. Butt
welding is used in aircraft work to weld terminals
to control rods. Spot welding is frequently used in
airframe construction. It is the only welding method
used for joining structural corrosion-resistant steel.
Seam welding is similar to spot welding, except that
power-driven rollers are used as electrodes. A con-
247
tinuous airtight weld can be obtained using seam
welding.
OXYACETYLENE WELDING EQUIPMENT
Oxyacetylene welding equipment may be either
stationary or portable. A portable equipment rig
consists of the following :
(1) Two cylinders, one containing oxygen and
one acetylene.
(2) Acetylene and oxygen pressure regulators,
complete with pressure gages and connec-
tions.
(3) A welding torch, with a mixing head,
extra tips and connections.
(4) Two lengths of colored hose, with adapter
connections for the torch and regulators.
(5) A special wrench.
(6) A pair of welding goggles.
(7) A flint lighter.
(8) A fire extinguisher.
Figure 6-l shows some of the equipment in a typi-
cal portable acetylene welding rig.
Oxygen pressure regulator
Acetylene pressure
/I inder
FIGURE 6-l. Typical portable acetylene welding rig.
Stationary oxyacetylene welding equipment is
similar to portable equipment, except that acetylene
and oxygen are piped to one or several welding
stations from a central supply. The central supply
usually consists of several cylinders connected to a
common manifold. A master regulator controls the
pressure in each manifold to ensure a constant pres-
sure to the welding torch.
Acetylene Gas
Acetylene gas is a flammable, colorless gas which
has a distinctive, disagreeable odor, readily detecta-
ble even when the gas is heavily diluted with air.
Unlike oxygen, acetylene does not exist free in the
atmosphere; it must be manufactured. The process
is neither difficult nor expensive. Calcium carbide is
made to react chemically with water to produce
acetylene.
Acetylene is either used directly in a manifold
system or stored in cylinders. If ignited, the result
is a yellow, smoky flame with a low temperature.
When the gas is mixed with oxygen in the proper
proportions and ignited, the result is a blue-white
flame with temperatures which range from approxi-
mately 5,700 to 6,300 F.
Under low pressure at normal temperatures, acet-
ylene is a stable compound. But when compressed
in a container to pressures greater than 15 p.s.i., it
becomes dangerously unstable. For this reason,
manufacturers fill the acetylene storage cylinders
with a porous substance (generally a mixture of
asbestos and charcoal) and saturate this substance
with acetone. Since acetone is capable of absorbing
approximately 25 times its own volume of acetylene
gas, a cylinder containing the correct amount of
acetone can be pressurized to 250 p.s.i.
Acetylene Cylinders
The acetylene cylinder is usually a seamless steel
shell with welded ends, approximately 12 in. in
diameter and 36 in. long. It is usually painted a
distinctive color, and the name of the gas is sten-
ciled or painted on the sides of the cylinder. A fully
charged acetylene cylinder of this size contains ap
proximately 225 cu. ft. of gas at pressures up to
250 p.s.i. In the event of fire or any excessive
temperature rise, special safety fuse plugs installed
in the cylinder will melt, allowing the excess gas to
escape or burn, thus minimizing the chances of an
explosion. The holes in the safety plugs are made
small to prevent the flames from burning back into
the cylinder. Acetylene cylinders should not be com-
pletely emptied, or a loss of filler material may
result.
Oxygen Cylinders
The oxygen cylinders used in welding operations
are made of seamless steel of different sizes. A typi-
248
cal small cylinder holds 200 cu. ft. of oxygen at
1,800 p.s.i. pressure. A large size holds 250 cu. ft.
of oxygen at 2,265 p.s.i. pressure. Oxygen cylinders
are usually painted green for identification The
cylinder has a high-pressure valve located at the top
of the cylinder. This valve is protected by a metal
safety cap which should always be in place when
the cylinder is not in use.
Oxygen should never come in contact with oil or
grease. In the presence of pure oxygen, these sub-
stances become highly combustible. Oxygen hose
and valve fittings should never be oiled or greased,
or handled with oily or greasy hands. Even grease
spots on clothing may flare up or explode if struck
by a stream of oxygen. Beeswax is a commonly used
lubricant for oxygen equipment and fittings.
Pressure Regulators
Acetylene and oxygen regulators reduce pressures
and control the flow of gases from the cylinders to
the torch. Acetylene and oxygen regulators are of
the same general type, although those designed for
acetylene are not made to withstand such high pres-
sures as those designed for use with oxygen. To
prevent interchange of oxygen and acetylene hoses,
the regulators are built with different threads on the
outlet fitting. The oxygen regulator has a right-
hand thread, and the acetylene regulator has a left-
hand thread.
On most portable welding units, each regulator is
equipped with two pressure gages, a high-pressure
gage which indicates the cylinder pressure and a
low-pressure gage which indicates the pressure in
the hose leading to the torch (working pressure).
In a stationary installation, where the gases are
piped to individual welding stations, only one gage
for oxygen and one for acetylene are required for
each welding station, since it is necessary to indi-
cate only the working pressure of the gases flowing
through the hose to the welding torch.
A typical regulator, complete with pressure gages
and connections, is shown in figure 6-2. The ad-
justing screw shown on the front of the regulator is
for adjusting the working pressure. When this ad-
justing screw is turned to the left (counter-
clockwise) until it turns easily, the valve mechanism
inside the regulator is closed. No gas can then flow
to the torch. As the handle is turned to the right
(clockwise), the screw presses against the regulat-
ing mechanism, the valve opens, and gas passes to
the torch at the pressure shown on the working
pressure gage. Changes in the working pressure can
High or cylinder pressure gage
outer scale indicates pounds
per sq. impressure
inner scale indicates cu-ft
cyhnder contents.
Low or torch
pressure gage
(pounds per
sq. in.)
Adjusting screw handle
FIGURE 6-2. Typical oxygen pressure regulator.
be made by adjusting the handle until the desired
pressure is registered.
Before opening the high-pressure valve on a cyl-
inder, the adjusting screw on the regulator should
be fully released by turning it counterclockwise.
This closes the valve inside the regulator, protecting
the mechanism against possible damage.
Welding Torch
The welding torch is the unit used to mix the
oxygen and acetylene together in correct propor-
tions. The torch also provides a means of directing
and controlling the size and quality of the flame
produced. The torches are designed with two needle
valves, one for adjusting the flow of acetylene and
the for other adjusting the flow of oxygen.
*Welding torches are manufactured in different
sizea and styles, thereby providing a suitable type
for different applications. They are also available
with several different sizes of interchangeable tips
in order that a suitable amount of heat can be
obtained for welding the various kinds and thick-
nesses of metals.
Welding torches can be divided into two classes:
(1) The injector type and (2) the balanced-pres-
sure type. The injector-type torch (figure 6-3A) is
designed to operate with very low acetylene prea-
sure as compared to the oxygen pressure.
A narrow passageway or nozzle within the torch,
called the injector, through which the oxygen
249
Oxygen
Acetylene
A Injector-type welding torch.
Oxygen shutoff valve
\
q Acetylene
Acetylene shutoff valve
q Mixed oxygen and acetylene
B Balanced-pressure welding torch.
FIGURE 6-3. Welding torches.
passes, causes the speed of oxygen flow to increase
to a high velocity with a corresponding drop in
pressure. This pressure drop across the injector cre-
ates a pressure differential which acts to draw the
required amount of acetylene into the mixing cham-
her in the torch head.
In the balanced-pressure torch, the oxygen and
acetylene are both fed to the torch at the same
pressure (figure 6-3B). The openings to the mixing
chamber for each gas are equal in size, and the
delivery of each gas is independently controlled.
&is type of torch is generally better suited for
aircraft welding than the injector type because of
the ease of adjustment.
Welding Torch Tips
The torch tip delivers and controls the final flow
of gases. It is important that the correct tip be
250
selected and used with the proper gas pressures if a
job is to be welded satisfactorily. The nature of the
weld, the material, the experience of the welder, and
the position in which the weld is to be made, all
determine the correct size of the tip opening. The
size of tip opening, in turn, determines the amount
of heat (not the temperature) applied to the work.
If a tip which is too small is used, the heat provided
will be insufficient to produce penetration to the
proper depth. If the tip is too large, the heat will be
too great, and holes will be burned in the metal.
The torch tip sizes are designated by numbers,
and each manufacturer has his own arrangement
for classifying them. As an example, a number two
tip is made with an orifice of approximately 0.041)
in. diameter. The diameter of the tip orifice is re-
lated to the volume of heat it will deliver.
Torch tips are made of copper or copper alloy
and are made so that they seat well when tightened
handtight. Torch tips should not be rubbed across
fire brick or used as tongs to position work.
With use, the torch tip will become clogged with
carbon deposits and, if it is brought in contact with
the molten pool, particles of slag may lodge in the
opening. A split or distorted flame is an indication
of a clogged tip. Tips should be cleaned with the
proper size tip cleaners or with a piece of copper or
soft brass wire. Fine steel wool may be used to
remove oxides from the outside of the tip. These
oxides hinder the heat dissipation and cause the tip
to overheat.
A flint lighter is provided for igniting the torch.
The lighter consists of a file-shaped piece of steel,
usually recessed in a cuplike device, and a piece of
flint that can be drawn across the steel, producing
the sparks required to light the torch. Matches
should never be used to ignite a torch since their
length requires bringing the hand in close to the tip
to ignite the gas. Accumulated gas may envelop the
hand and, when ignited, cause a severe bum.
Goggles
Welding goggles, fitted with colored lenses, are
worn to protect the eyes from heat, light rays,
sparks, and molten metal. A shade or density of
color that is best suited for the particular situation
should be selected. The darkest shade of lens which
will show a clear definition of the work without
eyestrain is the most desirable. Goggles should fit
closely around the eyes and should be worn at all
times during welding and cutting operations.
Welding (Filler) Rods
The use of the proper type filler rod is very
important in oxyacetylene welding operations. This
material not only adds reinforcement to the weld
area, but also adds desired properties to the fin-
ished weld. By selecting the proper rod, either ten-
sile strength or ductility can be secured in a weld,
or both can be secured to a reasonably high degree.
Similarly, rods can be selected which will help re-
tain the desired amount of corrosion resistance. In
some cases, a suitable rod with a lower melting
point will eliminate possible cracks caused by ex-
pansion and contraction.
Welding rods may be classified as ferrous or
nonferrous. The ferrous rods include carbon and
alloy steel rods as well as cast-iron rods. Nonferrous
rods include brazing and bronze rods, aluminum
and aluminum alloy rods, magnesium and magne-
sium alloy rods, copper rods, and silver rods.
Welding rods are manufactured in standard 36-
in. lengths and in diameters from r/r6 in. to s/a in.
The diameter of the rod to be used is governed by
the thickness of the metals being joined. If the rod is
too small, it will not conduct heat away from the
puddle rapidly enough, and a burned weld will re-
sult. A rod that is too large will chill the puddle. As
in selecting the proper size welding torch tip, expe-
rience enables the welder to select the proper diame
ter welding rod.
Setting Up Acetylene Welding Equipment
Setting up acetylene welding equipment and pre-
paring for welding should be done systematically
and in a definite order to avoid costly mistakes. The
following procedures and instructions are typical of
those used to assure safety of equipment and per-
sonnel :
(1)
(2)
(3)
(4)
(5)
(6)
Secure the cylinders so they cannot be
upset, and remove the protective caps
from the cylinders.
Open each cylinder shutoff valve for an
instant to blow out any foreign matter
that may be lodged in the outlet. Close the
valves and wipe off the connections with a
clean cloth.
Connect the acetylene pressure regulator
to the acetylene cylinder and the oxygen
regulator to the oxygen cylinder. Use a
regulator wrench and tighten the connect-
ing nuts enough to prevent leakage.
Connect the red (or maroon) hose to the
acetylene pressure regulator and the green
(or black) hose to the oxygen regulator.
Tighten the connecting nuts enough to
prevent leakage. Do not force these
connections, since these threads are made
of brass and are easily damaged.
Release both pressure regulator adjusting
screws by turning the adjusting screw
handle on each regulator counterclockwise
until it turns freely. This is to avoid dam-
age to the regulators and pressure gages
when the cylinder valves are opened.
Open the cylinder valves slowly and read
each of the cylinder pressure gages to
check the contents in each cylinder. The
oxygen cylinder shutoff valve should be
opened fully and the acetylene cylinder
251
(7)
(8)
(9)
shutoff valve is opened approximately one
and one-half turns.
Blow out each hose by turning the pres-
sure adjusting screw handle inward
(clockwise) and then turning it out again.
The acetylene hose should be blown out
only in a well-ventilated space which is
free from sparks, flame, or other sources
of ignition.
Connect both hoses to the torch and check
the connections for leaks by turning the
pressure regulator screws in, with the
torch needle valves closed. When 20 p.s.i.
shows on the oxygen working pressure
gage and 5 p.s.i. on the acetylene gage,
close the valves by turning the pressure
regulator screws out. A drop in pressure
on the working gage indicates a leak be-
tween the regulator and torch tip. A gen-
eral tightening of all connections should
remedy the situation. If it becomes neces-
sary to locate a leak, use the soap suds
method. Do this by painting all fittings
and connections with a thick solution of
the soapy water. Never hunt for an acety-
lene leak with a flame, since a serious
explosion can occur in the hose or in the
cylinder.
Adjust the working pressure on both the
oxygen and acetylene regulators by turn-
ing the pressure-adjusting screw on the
regulator clockwise until the desired set-
ings are obtained.
Oxyacetylene Flame Adjustment
To light the torch, open the torch acetylene valve
a quarter to a half turn. Hold the torch to direct the
flame away from the body and ignite the acetylene
gas, using the flint lighter. The pure acetylene flame
is long and bushy and has a yellowish color. Con-
tinue opening the acetylene valve until the flame
leaves the tip approximately one-sixteenth of an
inch. Open the torch oxygen valve. When the oxy-
gen valve is opened, the acetylene flame is short-
ened, and the mixed gases burn in contact with the
tip face. The flame changes to a bluish-white color
and forms a bright inner cone surrounded by an
outer flame envelope.
Oxyacetylene Welding Process
The oxyacetylene process of welding is a method
in which acetylene and oxygen gases are used to
produce the welding flame. The temperature of this
flame is approximately 6,300 F., which is suffi-
ciently high to melt any of the commercial metals to
effect a weld. When the oxyacetylene flame is ap-
plied to the ends or edges of metal parts, they are
quickly raised to a melting state and flow together
to form one solid piece when solidified. Usually
some additional metal is added to the weld, in the
form of a wire or rod, to build up the weld seam to
a greater thickness than the base metal.
There are three types of flames commonly used
for welding. These are neutral, reducing or carbur-
izing, and oxidizing. The characteristics of the dif-
ferent kinds of flames are shown in figure 64
<
/H---N-\
--
--,---
SC=
A Neutral flame
--
---
- -/
-cd
c -
=
--
--?T/<
---L-
B Reducing flame
dH
=-. :;-3c
-
C OxidEghe
RCURE 64. Characteristics of oxyacetylene flames.
The neutral flame (figure 6-4A) is produced by
burning acetylene with oxygen in such proportions
as to oxidize all particles of carbon and hydrogen
in the acetylene. This flame is distinguished by the
well-rounded, smooth, clearly defined white central
cone at the end of the tip. The envelope or outer
flame is blue with a purple tinge at the point and
edges. A neutral flame is generally used for welding
and gives a thoroughly fused weld, free from
burned metal or hard spots.
To obtain a neutral flame, gradually open the
oxygen valve. This shortens the acetylene flame and
causes a feather to appear in the flame envelope.
Gradually increase the amount of oxygen until the
feather disappears inside a clearly defined inner
luminous cone.
The reducing or carburizing flame is shown in
252
figure 6-4B. Since the oxygen furnished through
the torch is not sufficient to complete the combus-
tion of the acetylene, carbon escapes unburned.
This flame can be recognized by the greenish-white
brushlike second cone at the tip of the first cone.
The outer flame is slightly luminous and has about
the same appearance as an acetylene flame burning
freely in air alone. This type of flame introduces
carbon into the steel.
To obtain a reducing flame, first adjust the flame
to neutral; then open the acetylene valve slightly to
produce a white streamer or feather of acetylene
at the end of the inner cone.
An oxidizing flame (figure 6-K) contains an
excess of oxygen, which is the result of too much
oxygen passing through the torch. The oxygen not
consumed in the flame escapes to combine with the
metal. This flame can be recognized by the short,
pointed, bluish-white central cone. The envelope or
outer flame is also shorter and of a lighter blue
color than the neutral flame. It is accompanied by a
harsh sound similar to high-pressure air escaping
through a small nozzle. This flame oxidizes or burns
most metals and results in a porous weld. It is used
only when welding brass or bronze.
To obtain the oxidizing flame, first adjust the
flame to neutral; then increase the flow of oxygen
until the inner cone is shortened by about one-tenth
of its length. The oxidizing flame has a pointed
inner cone.
With each size of tip, a neutral, oxidizing or
carburizing flame can be obtained. It is also possi-
ble to obtain a harsh or soft flame by increas-
ing or decreasing the pressure of both gases.
For most regulator settings the gases are expelled
from the torch tip at a relatively high velocity, and
the flame is called harsh. For some work it is
desirable to have a soft or low-velocity flame
without a reduction in thermal output. This may be
achieved by using a larger tip and closing the gas
needle valves until the neutral flame is quiet and
steady. It is especially desirable to use a soft flame
when welding aluminum, to avoid blowing holes in
the metal when the puddle is formed.
Improper adjustment or handling of the torch
may cause the flame to backfire or, in very rare
cases, to flashback. A backfire is a momentary back-
ward flow of the gases at the torch tip, which
causes the flame to go out. A backaire may be
causes by touching the tip against the work, by
overheating the tip, by operating the torchat other
than recommended pressures, by a loose tip or
head, or by dirt or slag in the end of the tip. A
backfire is rarely dangerous, but the molten metal
may be splattered when the flame pops.
A flashback is the burning of the gases within the
torch and is dangerous. It is usually caused by
loose connections, improper pressures, or overheat-
ing of the torch. A shrill hissing or squealing noise
accompanies a flashback; and unless the gases are
turned off immediately, the flame may burn back
through the hose and regulators and cause great
damage. The cause of a flashback should always be
determined and the trouble remedied before re-
lighting the torch.
FIGURE 6-5. Holding the acetylene torch to
weld light-gage metals.
Extinguishing The Torch
The torch can be shut off simply by closing both
needle valves, but it is better practice to turn the
acetylene off first and allow the gas remaining in
the torch tip to burn out. The oxygen needle valve
can then be turned off. If the torch is not to be
used again for a long period, the pressure should
be turned off at the cylinder. The hose lines should
then be relieved of pressure by opening the torch
needle valves and the working pressure regulator,
one at a time, allowing the gas to escape. Again,
it is a good practice to relieve the acetylene pres-
sure and then the oxygen pressure. The hose
should then be coiled or hung carefully to prevent
damage or kinking.
253
rundamental Oxyacetylene Welding Techniques
The proper method of holding the acetylene weld-
ing torch depends on the thickness of the metal
being welded. When welding light-gage metal, the
torch is usually held as illustrated in figure 6-5,
with the hose draped over the wrist.
Figure 6-6 shows the method of holding the
tr rch during the welding of heavy materials.
FIGURE 6-6. Holding the acetylene torch to weld
heavy materials.
The torch should be held so that the tip is in line
with the joint to be welded, and inclined between
30 and 60 from the perpendicular. The best angle
depends on the type of weld to be made, the amount
of preheating necessary, and the thickness and type
of metal. The thicker the metal, the more nearly
vertical the torch must be for proper heat penetra-
tion. The white cone of the flame should be held
about l/a in. from the surface of the base metal.
If the torch is held in the correct position, a
small puddle of molten metal will form. The puddle
should be composed of equal parts of the pieces
being welded. After the puddle appears, movement
of the tip in a semicircular or circular motion
should be started. This movement ensures an even
distribution of heat on both pieces of metal. The
speed and motion of the torch movement are
learned only by practice and experience.
Forehand welding is the technique of pointing
the torch flame forward in the direction in which
the weld is progressing, as illustrated in figure 6-7.
The filler rod is added to the puddle as the edges of
the joint melt before the flame. The forehand
method is used in welding most of the lighter tub-
ings and sheet metals.
FIGURE 6-7. Forehand welding.
Backhand welding is the technique of pointing
the torch flame toward the finished weld and mov-
ing away in the direction of the unwelded area,
melting the edges of the joint as it is moved (figure
6-8). The welding rod is added to the puddle be-
tween the flame and the finished weld.
Backhand welding is seldom used on sheet metal
because the increased heat generated in this method
is likely to cause overheating and burning. It is
preferred for metals having a thick cross section.
The large puddle of molten metal required for such
welds is more easily controlled in backhand weld-
ing, and it is possible to examine the progress of
the weld and determine if penetration is complete.
FIGURE 6-8. Backhand welding.
WELDING POSITIONS
There are four general positions in which welds
are made. These positions are shown in figure 6-9
and are designated as flat, overhead, horizontal,
and vertical.
POSITION OF WELDING
FLAT VERTlCiL OVERHEAD
FIGURE 69. Four basic welding positions.
Welding is done in the flat position whenever
possible, since the puddle is much easier to control
in this position. Quite often, though, it is necessary
to weld in the overhead, vertical, or horizontal posi-
tion in aircraft repair.
The flat position is used when the material can be
laid flat, or inclined at an angle of less than 45
and welded on the topside. The welding torch is
pointed downward toward the work. This weld may
be made by either the forehand or backhand tech-
nique, depending upon the thickness of the metal
being welded.
The horizontal position is used when the line of
the weld runs horizontally across a piece of work,
and the torch is directed at the material in a hori-
zontal or nearly horizontal position. The weld is
made from right to left across the plate (for the
right-handed welder). The flame is inclined upward
at an angle of from 45 to 60. The weld can be
made using the forehand or backhand technique.
Adding the filler rod to the top of the puddle will
help prevent the molten metal from sagging to the
lower edge of the bead.
The overhead position is used when the material
is to be welded on the underside with the seam
running horizontally or in a plane that requires the
flame to point upward from below the work. In
welding overhead, a large pool of molten metal
should be avoided, as the metal will drip or run out
of the joint. The rod is used to control the size of
the molten puddle. The volume of flame used should
not exceed that required to obtain good fusion of
the base metal with the filler rod. The amount of
heat needed to make the weld is best controlled by
selecting the right tip size for the thickness of metal
to be welded.
When the parts to be joined are inclined at an
angle of more than 45, with the seam running
vertically, it is designated as a vertical weld. In a
vertical weld, the pressure exerted by the torch
flame must be relied upon to a great extent to
support the puddle. It is highly important to keep
the puddle from becoming too hot, to prevent the
hot metal from running out of the puddle onto the
finished weld. Vertical welds are begun at the bot-
tom, and the puddle is carried upward using the
forehand technique. The tip should be inclined from
45 to 60, the exact angle depending upon the
desired balance between correct penetration and
control of the puddle. Tbe rod is added from the
top and in front of the flame.
WELDED JOINTS
The five fundamental types of welded joints
(figure 610) are the butt joint, tee joint, lap joint,
corner joint, and edge joint.
Butt Joints
A butt joint is made by placing two pieces of
material edge to edge, so that there is no overlap
ping, and then welded. Some of the various types of
butt joints are shown in figure 6-11. The flanged
butt joint can be used in welding thin sheets, I/ra in.
or less. The edges are prepared for welding by
turning up a flange equal to the thickness of the
metal. This type of joint is usually made without
the use of filler rod.
A plain butt joint is used for metals- from l/la in.
to $8 in. in thickness. A filler rod is used when
making this joint to obtain a strong weld.
If the metal is thicker than 1/8 in., it is necessary
to bevel the edges so that the heat from the torch
can penetrate completely through the metal. These
255
FIGURE 6-10. Basic welding joints.
Flanged
m
P
Plain
FIGURE 6-11. Types of butt joints.
bevels may be either single- or double-bevel type or
single- or double-v type. A filler rod is used to add
strength and reinforcement to the weld.
Cracks
Repair of cracks by welding may be considered
just another type of butt joint. A stop drill hole
is made at either end of the crack, then the two
edges are brought together. The use of a filler rod
is necessary.
Tee Joints
A tee joint is formed when the edge or end of
one piece is welded to the surface of another, as
shown in figure 612. These joints are quite
common in aircraft work, particularly in tubular
structures. The plain tee joint is suitable for most
aircraft metal thicknesses, but heavier thicknesses
require the vertical member to be either single or
double beveled to permit the heat to penetrate
deeply enough. The dark areas in figure G-12 show
the depth of heat penetration and fusion required.
Plain Single bevel Double bevel
FIGURE 6-12. Types of tee joints.
Edge Joints
An edge joint may be used when two pieces of
sheet metal must be fastened together and load
stresses are not important. Edge joints are usually
made by bending the edges of one or both parts
upward, placing the two bent ends parallel to each
other or placing one bent end parallel to the
upright unbent end, and welding along the outside
of the seam formed by the two joined edges. Figure
6-13 shows two types of edge joints. The type
shown in fig. 6-13A requires no filler rod, since the
edges can be melted down to fil! theseam. The type
shown in fig 6-13B, being thicker material, must be
beveled for heat penetration; filler rod is added for
reinforcement.
Corner Joints
A corner joint is made when two pieces of metal
are brought together so that their edges form a
corner of a box or enclosure as shown in figure
6-14. The corner joint shown in fig. CI4A re-
quires little or no filler rod, since the edges fuse to
make the weld. It is used where load stress is unim-
portant. The joint shown in fig 6-14B is used on
heavier metals, and filler rod is added for round-
ness and strength. If much stress is to be placed on
FIGURE 613. Edge joints.
FIGURE 6-14. Corner joints.
the comer, the inside is reinforced as shown in fig.
6-14c.
Lap Joints
The lap joint is seldom used in aircraft structures
when welding with oxyacetylene, but is commonly
used when spot welding. The single lap joint
(figure 6-15) has very little resistance to bending,
and will not withstand the shearing stress to which
the weld may be subjected under tension or com-
pression loads. The double lap joint (figure 6-15)
offers more strength, but requires twice the amount
of welding required on the simpler, more efficient
butt weld.
Single lap
Double lap
FIGURE 6-15. Single and double lap joints.
EXPANSION AND CONTRACTION OF METALS
Heat causes metals to expand; cooling causes
them to contract. Uneven heating, therefore, will
cause uneven expansion, or uneven cooling will
cause uneven contraction. Under such conditions,
stresses are set up within the metal. These forces
must be relieved, and unless precautions are taken,
warping or buckling of the metal will take place.
Likewise, on cooling, if nothing is done to take up
the stress set up by the contraction forces, further
warping may result; or if the metal is too heavy to
permit this change in shape, the stresses remain
within the metal itself.
The coefficient of linear expansion of a metal is
the amount in inches that a 1 in. piece of metal will
expand when its temperature is raised lo F. The
amount that a piece of metal will expand when heat
is applied is found by multiplying the coefficient of
linear expansion by the temperature rise, and that
product by the length of the metal in inches. For
example, if a 10 ft. aluminum rod is to be raised to
a temperature of 1,200 F. from a room tempera-
ture of 60 F., the rod will expand 1.75 in.-
0.00001280 (aluminums coefficient of linear expan-
sion) X 120 (length in inches) X 1140 (tempera-
ture rise).
Expansion and contraction have a tendency to
buckle and warp thin sheet metal 4/a in. or thinner.
This is the result of having a large surface area that
spreads heat rapidly and dissipates it soon after the
source of heat is removed. The most effective
method of alleviating this situation is to remove the
heat from the metal near the weld, and thus prevent
it from spreading across the whole surface area.
This can be done by placing heavy pieces of metal,
known as chill bars, on either side of the weld;
they absorb the heat and prevent it from spreading.
Copper is most ofen used for chill bars because of
its ability to absorb heat readily. Welding jigs
sometimes use this same principle to remove heat
from the base metal.
Expansion can also be controlled by tack welding
at intervals along the joint.
The effect of welding a long seam (over 10 or 12
in.) is to draw the seam together as the weld prog
resses. If the edges of the seam are placed in
contact with each other throughout their length be-
fore welding starts, the far ends of the seam will
actually overlap before the weld is completed. This
tendency can be overcome by setting the pieces to
be welded with the seam spaced correctly at one end
and increasing the space at the opposite end as
shown in figure 616. The amount of space depends
on the type of material, the thickness of the mate-
rial, the welding process being used, and the shape
and size of the pieces to be welded.
II
(A) (B)
- -
- -
FIGURE 6-16. Allowance for a straight butt
weld when welding steel sheets.
257
The weld is started at the correctly spaced end
and proceeds toward the end that has the increased
gap. As the seam is welded, the space will close and
should provide the correct gap at the point of weld-
ing. Sheet metal under l/is in. can be handled by
flanging the edges, tack welding at intervals, and
then by welding between the tacks.
There is less tendency for plate stock over l/e in.
to warp and buckle when welded because the
greater thickness limits the heat to a narrow area
and dissipates it before it travels far on the plate.
Preheating the metal before welding is another
method of controlling expansion and contraction.
Preheating is especially important when welding tu-
bular structures and castings. Great stress can be
set up in tubular welds by contraction. When two
members of a tee joint are welded, one tube tends to
draw up because of the uneven contraction. If the
metal is preheated before the welding operation be
gins, contraction still takes place in the weld, but
the accompanying contraction in the rest of the
structure is at almost the same rate, and internal
stress is lessened.
CORRECT FORMING OF A WELD
The form of the weld metal has considerable
bearing upon the strength and fatigue resistance of
a joint. The strength of an improperly made weld is
usually less than the strength for which the joint
was designed. Low-strength welds are generally the
result of insullicient penetration; undercutting of
the base metal at the toe of the weld; poor fusion of
the weld metal with the base metal; trapped oxides,
slag, or gas pockets in the weld; overlap of the weld
metal on the base metal; too much or too little
reinforcement ; and overheating of the weld.
Characteristics of a Good Weld
A completed weld should have the following char-
acteristics :
(1) The seam should be smooth, the bead rip
plea evenly spaced, and of a uniform
thickness.
(2) The weld should be built up, thus provid-
ing extra thickness at the joint.
(3) The weld should taper off smoothly into
the base metal.
(4) No oxide should be formed on the base
metal close to the weld.
(5) The weld should show no signs of blow-
holes, porosity, or projecting globules.
(6) The base metal should show no signs of
burns, pits, cracks, or distortion.
Although a clean, smooth weld is desirable, this
characteristic does not necessarily mean thet the
weld is a good one; it may be dangerously weak
inside, However, when a weld is rough, uneven, and
pitted, it is almost always unsatisfactory inside.
Welds should never be filed to give them a better
appearance, since filing deprives the weld of part of
its strength. Welds should never be filled with sol-
der, brazing material, or filler of any sort. Addi-
tional information about weld characteristics is con-
tained in Chapter 10, of the Airframe and Power-
plant Mechanics General Handbook, AC 65-9A.
When it is necessary to re-weld a joint, all old
weld material must be removed before the operation
is begun. It must be remembered, though, that re-
heating the area may cause the base metal to lose
some of its strength and become brittle.
OXYACETYLENE WELDING OF FERROUS METALS
Steel
Low-carbon steel, low-alloy steel, cast steel, and
wrought iron are easily welded with the oxyacety-
lene flame. Plain, low-carbon steel is the ferrous
material that will be gas welded most frequently. As
the carbon content of steel increases, it may be
repaired by welding only under certain conditions.
Factors involved are carbon content and hardena-
bility. For corrosion- and heat-resistant nickel chro-
mium steels, the allowed weldability depends upon
their stability, carbon content, or re-heat treatment.
In order to make a good weld, the carbon content
of the steel must not be altered, nor can other
chemical conatitutents be added to or subtracted
from the base metal without seriously altering the
properties of the metal. Molten steel has a great
affinity for carbon, and oxygen and nitrogen com-
bine with the molten puddle to form oxides and
nitrates, both of which lower the strength of steel.
When welding with an oxyacetylene flame, the in-
clusion of impurities can be minimized by observ-
ing the following precautions:
(1) Maintain an exact neutral flame for most
steels, and a slight excess of acetylene
when welding alloys with a high nickel or
chromium content, such as stainless steel.
(2) Maintain a soft flame and control the pud-
dle.
(3) Maintain a flame suibcient to penetrate
the metal and manipulate it so that the
molten metal is protected from the air by
the outer envelope of flame.
(4) Keep the hot end of the welding rod in
258
the weld pool or within the flame enve-
lope.
Proper preparation for welding is an important
factor in every welding operation. The edges of the
parts must be prepared in accordance with the joint
design chosen. The method chosen (bevel, groove,
etc.) should allow for complete penetration of the
base metal by the flame. The edges must be clean.
Arrangements must be made for preheating, if this
is required.
When preparing an aircraft part for welding, re-
move all dirt, grease or oil, and any protective
coating such as cadmium plating, enamel, paint, or
varnish. Such coatings not only hamper welding,
but also mingle with the weld and prevent good
fusion.
Cadmium plating can be chemically removed by
dipping the edges to be welded in a mixture of 1 lb.
of ammonium nitrate and 1 gal. of water.
Enamel, paint, or varnish may be removed from
steel parts by a number of methods, such as a steel
wire brush or emery cloth, by gritblasting, by using
paint or varnish remover, or by treating the pieces
with a hot, 10% caustic soda solution followed by a
thorough washing with hot water to remove the
solvent and residue. Gritblasting is the most effec-
tive method for removing rust or scale from steel
parts. Grease or oil may be removed with a suitable
grease solvent.
Enamel, paint, varnish, or heavy films of oxide
on aluminum alloys can be removed using a hot
10% solution of either caustic soda or tri-sodium
phosphate. After treatment, the parts should be im-
mersed in a 10% nitric acid solution, followed with
a hot water rinse to remove all traces of the chemi-
cals. Paint and varnish can also be removed using
paint and varnish remover.
The tip of the filler rod should be dipped below
the surface of the weld puddle with a motion ex-
actly opposite the motion of the torch. If the filler
rod is held above the surface of the puddle, it will
melt and fall into the puddle a drop at a time,
ruining the weld.
Filler metal should be added until the surface of
the joint is built up slightly above the edges of the
parts being joined. The puddle of molten metal
should be gradually advanced along the seam until
the end of the material is reached.
As the end of the seam is approached, the torch
should be raised slightly, chilling the molten steel to
prevent it from spilling over the edge or melting
through the work.
Chrome Molybdenum
The welding technique for chrome molybdenum
is practically the same as that for carbon steels,
except that the surrounding area must be preheated
to a temperature between 300 and 400 F. before
beginning to weld. If this is not done, the sudden
application of heat causes cracks to form in the
heated area.
A soft neutral flame should be used for welding;
an oxidizing flame may cause the weld to crack
when it cools, and a carburizing flame will make the
metal brittle. The volume of the flame must be su5-
cient to melt the base metal, but not so hot as to
weaken the grain structure of the surrounding area
and set up strains in the metal. The filler rod should
be the same as the base metal. If the weld requires
high strength, a special chrome molybdenum rod is
used and the piece is heat treated after welding.
Chrome molybdenum thicker than 0.093 in. is
usually electric-arc welded, since for this thickness
of metal, electric arc provides a narrow heat zone,
fewer strains are developed, and a better weld is
obtained, particularly when the part cannot be heat
treated after welding.
Stainless Steel
The procedure for welding stainless steel is basi-
cally the same as that for carbon steels. There are,
however, some special precautions that must be
taken to obtain the best results.
Only stainless steel used for nonstructural mem-
bers of aircraft can be welded satisfactorily; the
stainless steel used for structural components is cold
worked or cold rolled and, if heated, loses some of
its strength. Nonstructural stainless steel is obtained
in sheet and tubing form and is often used for
exhaust collectors, stacks or manifolds. Oxygen
combines very readily with this metal in the molten
state, and extreme care must be taken to prevent
this from occurring.
A slightly carburizing flame is recommended for
welding stainless steel. The flame should be ad-
justed so that a feather of excess acetylene, about
l/s in. long, forms around the inner cone. Too much
acetylene, however, will add carbon to the metal
and cause it to lose its resistance to corrosion. The
torch tip size should be one or two sizes smaller
than that prescribed for a similar gage of low car-
bon steel. The smaller tip lessens the chances of over-
heating and subsequent loss of the corrosion-resist-
ant qualities of the metal.
To prevent the formation of chromium oxide, a
259
flux should be spread on the underside of the joint
and on the tiler rod. Since oxidation is to he
avoided as much as possible, sufficient flux should
be used. Another method used to keep oxygen from
reaching the metal is to surround the weld with a
blanket of hydrogen gas. This method is discussed
later. The filler rod used should be of the same
composition as the base metal.
Since the coefficient of expansion of stainless
steel is high, thin sheets which are to be butt-welded
should be tacked at intervals of l-v4 to l-1/2
inches, as shown in figure 6-17. This is one means
of lessening warping and distortion during the
welding process.
hcu~~ 6-17. Tacking method for stainless
steel welding.
When welding, hold the filler rod within the en-
velope of the torch flame so that the rod is melted
in place or melted at the same time as the base
metal. Add the filler rod by allowing it to flow into
the molten pool. If the weld pool is stirred, air will
enter the weld and increase oxidation. Avoid re-
welding any portion or welding on the reverse side
of the weld. Such practices result in warping and
overheating of the metal.
WELDING NONFERROUS METALS USING OXY-
ACETYLENE
Nonferrous metals are those that contain no iron.
Examples of nonferrous metals are lead, copper,
silver, magnesium, and most important in aircraft
construction, aluminum. Some of these metals are
lighter than tbe ferrous metals, but in most cases
they are not as strong. Aluminum manufacturers
have compensated for the lack of strength of pure
aluminum by alloying it with other metals or by
cold working it. For still greater strength, some
aluminum alloys are also heat treated.
Aluminum Welding
The weldable aluminum alloys used in aircraft
construction are 1100, 3003,4&l& and 5052. Alloy
numbers 6053, 6061, and 6151 can also be welded,
but since these alloys are in the heat-treated condi-
tion, welding should not be done unless the parts
can be re-heat treated.
The equipment and technique used for aluminum
welding differ only slightly from those of methods
discussed earlier. As in all welding, the first step is
to clean the surface to be welded-tee1 wool or a
wire brush may be used, or a solvent in the case of
paint or grease. The welder should be careful not to
scratch the surface of the metal beyond the area to
be welded; these scratches provide entry points for
corrosion. The piece should then be preheated to
lessen the strains caused by the large coe5cient of
expansion of aluminum.
Never preheat aluminum alloys to a temperature
higher than 800 F. because the heat may melt
some of the alloys and bum the metal. For thin
sheet aluminum, merely passing the flame back and
forth across the sheet three or four times should be
sullicient.
Either of two types of filler rod can be used in
welding aluminum alloys. Choosing the proper 6ller
rod is important.
Aluminum and its alloys combine with air and
form oxides very rapidly; oxides form doubly fast
if the metal is hot. For this reason it is important to
use a flux that will minimize or prevent oxides from
forming.
Using the proper flux in welding aluminum is
extremely important. Aluminum welding flux is de-
signed to remove the aluminum oxide by chemically
combining with it. Aluminum fluxes dissolve below
the surface of the puddle and float the oxides to the
top of the weld where they can be skimmed off. The
flux can be painted directly on the top and bottom
of the joint if no filler rod is required; if filler rod
is used, it can be coated, and if the pieces to be
welded are thick, both the metal and the rod should
he coated with flux.
After welding is finished, it is important that all
traces of flux be removed by using a brush and hot
water. If aluminum flux is left on the weld, it will
corrode the metal. A diluted solution of 10% sul-
furic acid may be used if hot water is not available.
The acid solution should be washed off with cold
water.
Thickness of the aluminum alloy material deter-
mines the method of edge preparation. On material
up to 0.062 in., the edges are usually formed to a
90 flange about the same height as the thickness of
the material (figure 618A). The ilanges should be
260
straight and square. No filler rod is necessary when
the edges are flanged in this manner.
Unbeveled butt welds are usually made on alumi-
num alloy from 0.062 to 0.188 in. thick. It may also
be necessary to notch the edges with a saw or cold
chisel in a manner similar to that shown in figure
618B. Edge notching is recommended in aluminum
welding because it aids in getting full penetration
and also prevents local distortion. All butt welds in
material over 0.125 in. thick are generally notched
in some manner.
bXJRE 618. Edge preparation for welding
aluminum.
In welding aluminum over 0.188 in. thick, the
edges are usually beveled and notched as shown in
figure 618C. The included angle of bevel may be
from 90 to 120.
A neutral flame should generally be used to weld
aluminum alloys. In some cases a slightly carburiz-
ing flame can be used. However, the excess of acety
lene should not be too great, as it will be absorbed
into the molten metal, resulting in a weakened joint.
The torch must be adjusted to give the mildest
flame that can be obtained without popping. The
use of a strong, harsh flame makes it difficult to
control the melting metal, and holes are often
burned through the metal.
When starting to weld, the two joint edges should
begin to melt before the filler rod is added. The
work must be watched carefully for signs of melt-
ing. The melting point of aluminum is low and heat
is conducted rapidly through the material. There is
very little physical or color change to indicate that
the metal is reaching the melting point. When the
melting point is reached, the metal suddenly col-
lapses and runs, leaving a hole in the aluminum.
A filler rod can be used to test the metals condi-
tion. Aluminum begins to feel soft and plastic just
before it reaches the melting point. Any tendency of
the metal to collapse can be rectified by rapidly
lifting the flame clear of the metal. With practice it
is possible to develop enough skill to melt the metal
surface without forming a hole.
The flame should be neutral and slanted at an
approximate 45 angle to the metal. The inner cone
should be about l/s in. from the metal. A constant
and uniform movement of the torch is necessary to
prevent burning a hole through the metal.
The correct integration of torch and rod action is
important when welding aluminum. After beating
the metal and when melting has begun, the filler rod
is dipped into the pool and allowed to melt. The
filler rod is lifted and the torch movement continues
as the weld progresses. The rod is never lifted out
of the outer envelope of flame, but is held there
until almost melted and then added to the pool.
Magnesium Welding
Many aircraft parts are constructed of magne-
sium because of its light weight, strength, and excel-
lent machinability. This metal is only two-thirds-as
heavy as aluminum and, like aluminum, is very soft
in its pure state. For this reason, it is generally
alloyed with zinc, manganese, tin, aluminum, or
combinations of these metals. Repair of magnesium
by welding is limited by two factors:
(1) If the magnesium is used as a structural
member, it is usually heat treated and, like
heat-treated aluminum, the welded section
can never have the strength of the original
metal. (As a rule, failures do not occur in
the welded area, but in the areas adjacent
to the weld, because the heat applied to
261
the metal weakens the grain structure in
those areas.)
(2) It is necessary to use flux in making all
magnesium welds, and to remove all the
flux from the metal after welding or se-
vere corrosion will take place.
The type of joint is limited to those that provide
no possibility of trapping the flux-therefore, only
butt welds can be made. Magnesium cannot be
welded to other metals, and magnesium alloy cast-
ings are not considered suitable for stressed welds.
If varying thicknesses of magnesium are to be
welded, the thicker part must be preheated. The
filler rod should be of the same composition as the
base metal and one prepared by the manufacturer
to fuse with his alloy. The filler rod comes with a
protective plating that must be cleaned off before
using.
The method of preparing the butt joint depends
on the thickness of the metal. Sheet magnesium
alloy up to 0.040. in. thick should be flanged by
about s/s2 in. to the angle as indicated in figure 6-19.
Butt joints on metal from 0.040 to 0.125 in. thick
are neither flanged nor beveled, but a l/is-in. space
should be allowed between the edges of the joint.
For butt joints in metal thicker than 0.125 in., each
edge should be beveled down 45 to make a 90
included angle for the V. A &in. space should
be allowed between the edges of the joint for metal
0.125 to 0.250 in. thick and a 1/-m. space for metal
0.250 in. and up (figure 6-19).
3/32 min. --t +1/W
II
r
=&
I III
Cages up to 040 .040 to .125
lixz ,x9>/
4 L l/l@ -4 I, l/W
.125 to .250 .250 and up
FIGURE 6-19. Preparation of edges for
welding magnesium sheet.
Remove oil or grease with a suitable solvent, and
then use a wire brush or abrasive cloth to clean and
brighten the metal for a distance of 9/4 in. back
from the weld area. Select a filler rod of the same
material as the base metal. The filler rod and both
sides of the seam should be covered with flux. Use a
neutral or slightly carburising flame, and hold it at
a flat angle to the work to avoid burning through.
Two rod techniques are recommended for the
welding of magnesium. One method requires that
the filler rod be kept in the puddle at all times; the
other method ,is the same as that used in welding
aluminum.
It is preferable to make the weld on one uninter-
rupted pass, but if oxidation occurs, the weld
should be stopped and scraped out before continu-
ing. The joint edges should be tack-welded at the
ends at intervals of 1/s to 3 in., depending upon the
shape and thickness of the metal.
Welding should be accomplished as quickly and
with as little heat as possible. Buckling and warping
can be straightened while the metal is still hot by
hammering with a soft-faced mallet. The metal
should be allowed to cool slowly. When the weld is
cool enough to handle, the accessible portions
should be scrubbed lightly, using a bristle brush
and hot water, to remove excess flux. The part
should then be soaked in hot water (160 to 200
F.) to float off the flux adhering to any portions not
reached by the scrub brush. When soaking is com-
pleted, the part should be immersed in a 1% solu-
tion of citric acid for approximately 10 min.
After the citric acid bath the part should be
drained thoroughly and then rinsed clean in fresh
water. The part must be dried quickly and corn.
pletely to prevent oxidation.
TITANIUM
Titanium welding does not have the wide appli-
cation which steel has, therefore this handbook
will not treat titanium as extensively.
Titanium Welding
Titanium can be fusion welded with weld efficien-
cies of 100% by arc welding techniques which, in
many respects, are quite similar to those used for
other metals.
Certain characteristics must be understood in
order to successfully wel,d titanium.
1. Titanium and its alloys are subject to severe
embrittlement by relatively small amounts of cer-
tain impurities. 0 xygen and nitrogen even in
quantities as low as 0.5% will embrittle a weld SO
much that it is useless.
262
Titanium, as it is heated toward its melting
point will absorb oxygen and nitrogen from the
atmosphere. In order to successfully weld titanium,
the weld zone must be shielded with an inert gas
such as argon or helium.
2. Cleanliness is necessary as titanium is very
reactive with most materials. The metal and the
welding area must be clean and free of dust, grease,
and other contaminants. Contact with ceramic
blocks and other foreign materials must be avoided
during welding. Coated arc-welding electrodes,
and other fluxing compounds will cause contamina-
tion and embrittlement.
3. Titanium, when alloyed excessively with other
structural metals, looses ductility and impact
strength due to the formation of brittle inter-
metallic compounds and excessive solid solution
hardening.
4. Any fusion welding cycle results in a weld
zone containing as-cast material. Additionally,
the high heat will have reduced the ductilities of
certain highly heat-treatable titanium alloys to an
unacceptable condition.
Equipment
Either non-consumable electrode or consumable
electrode arc welding equipment may be used for
fusion welding of titanium. Whatever type is used
the weld must be shielded with an inert gas such
as argon or helium.
Titanium may be spot welded with any machine
which has accurate control over the four basic spot
welding parameters: welding current amperage,
,duration of welding current (cycles at 60 cycles
per second), force applied to the welding electrodes
(pounds per square inch), and electrode geometry.
The complexity of titanium welding processes
and its limited application outside of specialized
titanium fabrication shops does not justify detailed
treatment in this handbook.
The foregoing discussion on titanium welding
was extracted from Titanium Wel,ding Techniques,
published by Titanium Metals Corporation of
America.
CUTTING METAL USING OXYACETYLENE
Cutting metals by the oxyacetylene process is fun-
damentally the rapid burning or oxidizing of the
metal in a localized area. The metal is heated to a
bright red (1,400 to 1,600 F.), which is the kin-
dling or ignition temperature, and a jet of high-
pressure oxygen is directed against it. This oxygen
blast combines with the hot metal and forms an
intensely hot oxide. The molten oxide is blown
down the sides of the cut, heating the metal in its
path to a kindling temperature. The metal thus
heated also burns to an oxide which is blown away
on the underside of the piece. The action is precise
ly that which the torch accomplishes when the
mixing head is replaced with a cutting attachment
or when a special cutting torch is used.
Figure 6-20 shows an example of a cutting torch,
It has the conventional oxygen and acetylene needle
valves, which control the flow of the two gases.
Many cutting torches have two oxygen needle
valves so that a finer adjustment of the neutral
flame can be obtained.
Cutting oxygen lever
Acetylene needle valve
FIGURE 6-20. Cutting torch.
263
BRAZING METHODS
Brazing refers to a group of metal-joining proc-
esses in which the bonding material is a nonferrous
metal or alloy with a melting point higher than
800 F., but is lower than that of the metals being
joined. Brazing includes silver soldering, also called
hard soldering, copper brazing, and aluminum braz-
ing.
Brazing requires less heat than welding and can
be used to join metals that are damaged by high
heat. However, because the strength of brazed
joints is not so great as welded joints, brazing is
not used for structural repairs on aircraft. In decid-
ing whether brazing of a joint is justified, it should
be remembered that a metal which will be subjected
to a sustained high temperature in use should not
be brazed.
As the definition of brazing implies, the base
metal parts are not melted. The brazing metal ad-
heres to the base metal by molecular attraction and
intergranular penetration; it does not fuse and
amalgamate with them.
In brazing, the edges of the pieces to be joined
are usually beveled as in welding steel. The sur-
rounding surfaces must be cleaned of dirt and rust.
Parts to be brazed must be securely fastened to-
gether to prevent any relative movement. The
strongest brazed joint is one in which the molten
filler metal is drawn in by capillary action, thus a
close fit must be obtained.
A brazing flux is necessary to obtain a good
union between the base metal and the filler metal. A
good flux for brazing steel is a mixture containing
two parts borax and one part boric acid. Applica-
tion of the flux may be made in the powder form or
dissolved in hot water to a highly saturated solu-
tion. A neutral torch flame should be used, moved
with a slight semicircular motion.
The base metal should be preheated slowly with a
mild flame. When it reaches a dull red heat (in the
case of steel), the rod should be heated to a dark or
purple color and dipped into the flux. Since enough
flux adheres to the rod, it is not necessary to spread
it over the surface of the metal.
A neutral flame is used for most brazing applica-
tions. However, a slightly oxidizing flame should be
used when copper/zinc, copper/zinc/silicon, or
copper/zinc/nickel/silicon filler alloys are used.
When brazing aluminum and its alloys a neutral
flame is preferred, but if difficulties are encoun-
tered, a slightly reducing flame is preferred to an
oxidizing flame.
The filler rod can now be brought near the tip of
the torch, causing the molten bronze to flow over a
small area of the seam. The base metal must be at
the flowing temperature of the filler metal before it
will flow into the joint. The brazing metal melts
when applied to the steel and runs into the joint by
capillary attraction. The rod should continue to be
added as the brazing progresses, with a rhythmic
d - rppmg action so that the bead will be built to a
uniform width and height. The job should be com-
pleted rapidly and with as few passes as possible of
the rod and torch.
When the job is finished, the weld should be
allowed to cool slowly. After cooling, remove the
flux from the parts by immersing them for 30 min-
utes in a lye solution.
Silver Solder
The principal use of silver solder in aircraft work
is in the fabrication of high-pressure oxygen lines
and other parts which must withstand vibration and
high temperatures. Silver solder is used extensively
to join copper and its alloys, nickel and silver, as
well as various combinations of these metals, and
thin steel parts. Silver soldering produces jointa of
higher strength than those produced by other braz-
ing processes.
It is necessary to use flux in all silver soldering
operations because of the necessity for having the
base metal chemically clean without the slightest
film of oxide to prevent the silver solder from
coming into intimate contact with the base metal.
The joint must be physically clean, which means
it must be free of all dirt, grease, oil, and/or paint,
and also chemically clean. After removing the dirt,
grease, and/or paint, any oxide should be renoved
by grinding or filing the piece until bright metal
can be seen. During the soldering operation, the
flux continues the process of keeping oxide away
from the metal, and aids the flow of the solder.
In figure 6-21, three types of joints for silver
soldering are shown. Flanged, lap, and edge joints,
in which the metal may be formed to furnish a seam
wider than the base metal thickness, furnish the
type of joint which will bear up under all kinds of
loads. If a lap joint is used, the amount of lap
should be determined according to the strength
needed in the joint. For strength equal to that of
the base metal in the heated zone, the amount of lap
264
should be four to six times the metal
sheet metal and small-diameter tubing.
thickness for
Lap joint Flanged butt joint Edge joint
_ .
qlder + Solder
FICUFZE 6-21. Silver soldering joints.
The oxyacetylene flame for silver soldering
should be neutral, but may have a slight excess of
acetylene. It must be soft, not harsh. During both
preheating and application of the solder, the tip of
the inner cone of the flame should be held about 4/a
in. from the work. The flame should be kept moving
so that the metal will not become overheated.
When both parts of the base metal are at the
right temperature (indicated by the flow of flux),
solder can be applied to the surface of the under or
inner part at the edge of the seam. It is necessary to
simultaneously direct the flame over the seam and
keep moving it so that the base metal remains at an
even temperature.
SOFT SOLDERING
Soft soldering is used chiefly for copper, brass,
and coated iron in combination with mechanical
seams; that is, seams that are rivited, bolted, or
folded. It is also used where a leakproof joint is
desired, and sometimes for fitting joints to promote
rigidity and prevent corrosion. Soft soldering is
generally performed only in very minor repair jobs.
This process is also used to join electrical connec-
tions. It forms a strong union with low electrical
resistance.
Soft solder yields gradually under a steadily ap-
plied load and should not be used unless the trans-
mitted loads are very low. It should never be used
as a means of joining structural members.
A soldering copper (called a soldering iron if it
is electrically heated) is the tool used in soldering.
Its purpose is to act as a source of heat for the
soldering operation. The bit, or working face, is
made from copper, since this metal will readily take
on heat and transmit it to the work. Figure 6-22
shows a correctly shaped bit.
To tin the copper, it is first heated to a bright
red, then the point is cleaned by filing until it is
smooth and bright. No dirt or pits should remain
FIGURE 6-22 Soldering copper and soldering iron.
on its surface. After the copper has been mechani-
cally cleaned, it should be re-heated sufliciently to
melt solder, and chemically cleaned by rubbing it
lightly on a block of sal ammoniac. (If sal ammo-
niac is not available, powdered resin may be used.)
Then solder is applied to the point and wiped with a
clean cloth.
The last two operations may be combined by
melting a few drops of solder on a block of sal
ammoniac (cleaning compound) and then rubbing
the soldering copper over the block until the tip is
well coated with solder. A properly tinned copper
has a thin unbroken film of solder over the entire
surface of its point.
Soft solders are chiefly alloys of tin and lead.
The percentages of tin and lead vary considerably
in various solders, with a corresponding change in
their melting points, ranging from 293 to 592 F.
half-and-half (5050) solder is a general pur-
pose solder and is most frequently used. It contains
equal proportions of tin and lead and melts at ap
proximately 360 F.
The application of the melted solder requires
somewhat more care than is apparent. The parts
should be locked together or held mechanically or
manually while tacking. To tack the seam, the hot
copper is touched to a bar of solder, then the drops
of solder adhering to the copper are used to tack
the seam at a number of points. The film of solder
between the surfaces of a joint must be kept thin to
make the strongest joint.
A hot, well-tinned soldering copper should be
held so that its point lies flat on the metal at the
seam, while the back of the copper extends over the
seam proper at a 45 angle, and a bar of solder is
touched to the point As the solder melts, the copper
is drawn slowly along the seam. As much solder as
necessary is added without raising the soldering
copper from the job. The melted solder should run
between the surfaces of the two sheets and cover the
full width of the seam. Work should progress along
the seam only as fast as the solder will flow into the
joint.
265
ELECTRIC ARC WELDING
Electric arc welding is a fusion process based on
the principle of generating beat with an electric arc
jumping an airgap to complete an electrical circuit.
This process develops considerably more beat than
an oxyacetylene flame. In some applications, it
reaches a temperature of approximately 10,OOO F.
Variations of the process are metallic arc welding,
inert-gas (helium) welding, and multi-arc welding.
The metallic arc and helium processes have the wid-
est application in aircraft maintenance.
The welding circuit (figure 6-23) consists of a
welding machine, two leads, an electrode holder, an
electrode, and the work to be welded. The electrode,
which is held in electrode holder, is connected to
one lead, and the work to be welded is connected to
the other lead. When the electrode is touched to the
metal to be welded, the electrical circuit is com-
pleted and the current flows. When the electrode is
withdrawn from the metal, an airgap is formed be-
tween the metal and the electrode. If this gap is of
the proper length, the electric current will bridge
this gap to form a sustained electric spark, called
the electric arc.
Welding cable connector Welding cable
J
Electrode holder \
&Z
Ground cable connector
FIGURE 6-23. Typical arc-welding circuit.
Metallic Arc Welding
Metallic arc welding is used mainly for welding
low-carbon and low-alloy steels. However, many
nonferrous materials, such as aluminum and nickel
alloys, can be welded using this method.
To form an arc between the electrode and the
work, the electrode is applied to the work and im-
mediately withdrawn. This initiates an arc of in-
tense heat. To maintain the arc between the elec-
trode and the work, the metal electrode must be fed
at a uniform rate or maintained at a constant dis-
tance from the work as it melts.
Metallic arc welding is a nonpressure fusion
welding process which develops welding heat
through an arc produced between a metal electrode
and the work to be welded. Under the intense heat
developed by the arc, a small part of the base metal
or work to be welded is brought to the melting
point instantaneously. At the same time, the end of
the metal electrode is also melted, and tiny globules
or drops of molten metal pass through the arc to the
base metal. The force of the arc carries the molten
metal globules directly into the puddle formed on
the base metal, and thus filler metal is added to the
part being welded. By moving the metal electrode
along the joint and down to the work, a controlled
amount of filler metal can be deposited on the base
metal to form a weld bead.
The instant the arc is formed, the temperature of
the work at the point of welding and the welding
electrode increases to approximately 6,500 F. This
tremendous heat is concentrated at the point of
welding and in the end of the electrode, and simul-
taneously melts the end of the electrode and a small
part of the work to form a small pool of molten
metal, commonly called the crater.
The heat developed is concentrated and causes
less buckling and warping of work than gas weld-
ing. This localization of the heat is advantageous
when welding cracks in heat-treated parts and when
welding in close places.
Gas Shielded Arc-Welding
A good weld has the same qualities as the base
metal. Such a weld has been made without the
molten puddle being contaminated by atmospheric
oxygen and/or nitrogen. In gas-shielded arc
welding, a gas is used as a covering shield around
the arc to prevent the atmosphere from contami-
nating the weld.
The original purpose of gas shielded arc welding
was to weld corrosion resistant and other difficult-
to-weld materials. Today the various gas shielded
arc processes are being applied to all types of
metal. See fig. 6-24 for typical applications.
The ease of operation, increased welding speed
and the superiority of the weld, will lead to shielded
arc-welding and oxy-acetelyne welding being re-
placed with gas shielded arc welding.
Advantages of Gas-Shielded Arc Welding
The shielding gas excludes the atmosphere from
the molten puddle. The resulting weld is stronger,
more ductile and more corrosion resistant. Also
welding of nonferrous metal does not require the
use of flux. This eliminates flux removal, and the
possibilities of gas pockets or slag inclusions.
266
solidified weld
Gas metal arc welding (MIG). Gas tungsten - arc welding ( TIG) .
FIGURE WAA. Gas-shielded arc welding process.
Figures 6-24, 6-25, 6-26, and 6-27 courtesy Hobart Bras.
Another advantage of the gas shielded arc is
that a neater and sounder weld can be made be-
cause there is very little smoke fumes or sparks to
control. The weld may be observed at all times.
Weld splatter is held to a minimum, therefore there
is little or no metal finishing required. A gas-
shielded weld does not distort the base metal near
the weld. The completed weld is clean and free of
the complications often encountered in other forms
of metallic-arc or gas welding.
FIGURE 6-24(C). One of the many types of automatic
welders.
FIGURE 6-24(B) . A semi-automatic welder.
Tungsten Inert Gas Welding (TIG)
In Tungsten Inert Gas (TIG) welding a virtually
non-consumable tungsten electrode is used (figure
6-25) to provide the arc for welding. During the
welding cycle a shield of inert gas expels the air
from the welding area and prevents oxidation of
the electrode, weld puddle and surrounding heat-
affected zone. In TIG welding the electrode is
used only to create the arc. If additional metal
is needed, a filler rod is used in the same manner
as in oxy-acetylene welding.
267
FIGURE 6-25. Typical TIG welding equipment.
- il I
FIGURE 626. Typical MIG welding equipment.
The type gas used in TIC welding depends upon
the metal being welded. Argon, helium or a mix-
cost. It is heavier therefore provides better cover.
ture of the two gases is used. Argon is used more
It provides better cleaning action when welding
extensively than helium because it is cheaper.
aluminum and magnesium. The welding arc is
Argon is preferred for several reasons besides the
quieter and smoother. Vertical and overhead
welding arcs are easier to control. Welding arcs
268
are easier to start and for a given welding the weld
produced is narrower with a smaller heat-affected
zone.
Helium is used primarily in TIG machine
welding or when welding heavy material having
high heat conductivity. The arc voltage is higher
when using helium, therefore a lower current flow
is possible to get the same arc power.
Metal Inert Gas Arc Welding (MIGI
With the substitution of a continuous feed con-
sumable wire electrode for the non-consumable
tungsten electrode used in TIG, the welding process
becomes Metal Inert Gas Arc Welding (figure
6-26). The wire electrode is fed continuously
through the center of the torch at preset controlled
speeds, shielding gas is fed through the torch, com-
pletely covering the weld puddle with a shiel,d of
gas. This tends to complete automation of the
welding process. Power, gas flow, wire feed and
travel over the work piece are preset when using a
welding machine. In semi-automatic welding, the
operator controls the travel over the work.
Argon is the commonly used gas. Some metals
use small amounts of helium or oxygen. Low
carbon steel uses carbon dioxide or argon plus 2%
02.
Plasma Arc Welding
Plasma welding is a process which utilizes a
central core of extreme temperature, surrounded
by a sheath of coal gas. The required heat for
fusion is generated by an electric arc which has
been highly intensified by the injection of a gas
into the arc stream.
The super-heated columnar arc is concentrated
into a narrow stream and when directed on metal
makes possible butt welds up to one-half inch in
thickness or more in a single pass without filler
rods or edge preparation.
In many respects plasma welding may be con-
sidered as an extension of the conventional TIG
welding. In plasma arc welding the arc column
is constricted and it is this constriction that pro-
duces the much higher heat transfer rate.
The arc plasma actually becomes a jet of high
current density. The arc gas upon striking the
metal cuts through the piece producing a small
hole which is carried along the weld seam. During
this cutting action, the melted metal in front of the
arc flows around the arc column, then is drawn
together immediately behind the hole by surface
tension forces and reforms in a wel,d bead.
Plasma is often considered the fourth state of
matter. The other three are gas, liquid, and solid.
Plasma results when a gas is heated to a high
temperature, and changes into positive ions, neutral
atoms and negative electrons. When matter passes
from one state to another latent heat is generated.
In a plasma torch the electrode is located within
the nozzle. The nozzle has a relatively small orifice
which constricts the arc. The high-pressure gas
flows through the arc where it is heated to the
plasma temperature range. Since the gas cannot
expand due to the constriction of the nozzle, it is
forced through the opening, and emerges in the
form of a supersonic jet. This heat melts any
known metal and its velocity blasts the molten
metal through the kerf (figure 627).
FIGURE 6-27. Plasma welding uses a central core of ex-
treme temperature surrounded by a sheath of
cool gas.
WELDING PROCEDURES AND TECHNIQUES
The first step in preparing to arc weld is to make
certain that the necessary equipment is available
and that the welding machine is properly connected
and in good working order. Particular attention
should be given to the ground connection, since a
poor connection will result in a fluctuating arc,
which is di5cult to control.
The electrode should be clamped to its holder at
right angles to the jaws. Shielded electrodes have
one end of the electrode free of coating to provide
269
good electrical contact. The electrode holder should
be handled with care to prevent accidental contact
with the bench or work, since such contact may
weld it fast.
Before starting to weld, the following typical list
of items should be checked :
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Is the machine in good working order?
Have all connections been properly made?
Will tke ground connection make good
contact?
Has the proper type and size electrode
been selected for the job?
Is the electrode properly secured in the
holder?
Has sufficient protective clothing been
provided, and is it in good condition?
Is the work metal clean?
Does the polarity of the machine coincide
with that of the electrode?
Is the machine adjusted to provide the
necessary current for striking the arc?
The welding arc is established by touching the
plate with the electrode and immediately withdraw-
ing it a short distance. At the instant the electrode
touches the plate, a rush of current flows through
the point of contact. As the electrode is withdrawn,
an electric arc is formed, melting a spot on the base
metal and the end of the electrode.
The main di5culty confronting a beginner in
striking the arc is freezing; that is, sticking or
welding the electrode to the work. If the electrode is
not withdrawn promptly upon contact with the
plate, the high amperage will flow through the elec-
trode and practically short circuit the welding ma-
chine. The heavy current melts the electrode which
sticks to the plate before it can be withdrawn.
There are two essentially similar methods of
striking the arc. The first is a touch method, illus-
trated in figure 6-28, and the second is a scratch
method, shown in figure 6-29.
When using the touch method, the electrode
should be held in a vertical position, and lowered
until it is an inch or so above the point where the
arc is to be struck. Then the electrode is touched
Touch to work
gently and
swiftly
Withdraw
to long arc
-l/8 to 3/16
I
FIGURE 628. Touch method of starting the arc.
after striking
Sweeping motion
of electrode
FIGURE 6-29. Scratch method of starting
the arc.
very gently and swiftly to the work, using a down-
ward motion of the wrist, followed immediately by
withdrawing the electrode to form a long arc (ap
proximately l/s to 3/ls in. long).
To strike the arc by the scratch method, the
electrode is moved downward until it is just above
the plate and at an angle of 20 to 25, as illus-
trated in figure 6-29. The arc should be struck
gently, with a swiftly sweeping motion, scratching
the electrode on the work with a wrist motion. The
electrode is then immediately withdrawn to form a
long arc. The purpose of holding an excessively
long arc immediately after striking is to prevent the
large drops of metal, passing across the arc at this
time, from shorting out the arc and thus causing
freezing.
To form a uniform bead, the electrode must be
moved along the plate at a constant speed in addi-
tion to the downward feed of the electrode. The rate
of advance, if too slow, will form a wide bead
resulting in overlapping, with no fusion at the
edges. If the rate of advance is too fast, the bead
will be too narrow and have little or no fusion at
the plate. When proper advance is made, no over-
lapping occurs, and good fusion is assured.
In advancing the electrode, it should be held at
an angle of about 20 to 25 in the direction of
travel, as illustrated in figure 6-30.
FIGURE 630. Angle of electrode.
If the arc is broken during the welding of a bead,
a crater will be formed at the point where the arc
ends. The arc may be broken by feeding the elec-
trode too slowly or too fast, or when the electrode
should be replaced. The arc should not be re-started
in the crater of the interrupted bead, but just ahead
of the crater on the work metal. Then, the electrode
should be returned to the back edge of the crater.
From this point, the weld may be continued by
welding right through the crater and down the line
of weld, as originally planned. Figure 6-31 illus-
trates the procedure for re-starting the arc.
Every particle of slag must be removed from the
vicinity of the crater before re-starting the arc. This
prevents the slag from becoming trapped in the
weld.
FIGURE 6-31. Re-starting the arc.
MultiplePass Welding
Groove and fillet welds in heavy metals often
require the deposit of a number of beads to com-
plete a weld. It is important that the beads be
deposited in a predetermined sequence to produce
the soundest welds with the best proportions. The
number of beads is, of course, determined by the
thickness of the metal being welded.
The sequence of the bead deposits is determined
by the kind of joint and the position of the metal.
All slag must be removed from each bead before
another bead is deposited. Typical multiple-pass
groove welding of butt joints is shown in figure
6-32.
Techniques of Position Welding
Each time the position of a welding joint or the
type of joint is changed, it may be necessary to
change any one or a combination of the following:
(1) Current value, (2) electrode, (3) polarity, (4)
arc length, or (5) welding technique.
Current values are determined by the electrode
size as well as the welding position. Electrode size is
governed by the thickness of the metal and the joint
preparation, and the electrode type by the welding
position. Manufacturers specify the polarity to be
used with each electrode. Arc length is controlled
by a combination of the electrode size, welding
position, and welding current.
Since it is impractical to cite every possible varia-
tion occasioned by different welding conditions,
only the information necessary for the- commonly
used positions and welds is discussed here.
Flat Position Welding
There are four types of welds commonly used in
flat position welding. They are the bead, groove,
fillet, and lap joint welds. Each type is discussed
separately in the following paragraphs.
Bead Welds
Welding a square butt joint by means of stringer
beads involves the same techniques as depositing
271
First pass-string bead,
second & third-weave
Notice the variations
of edge preparation
and bead patterns
as stock becomes
progressively larger.
multiple-pass welding.
FIGURC. 632. Multiple-pass groove welding of butt joints.
stringer beads on a flat metal surface. Square butt in the different welding positions and joints is basi-
joints may be welded in one, two, or three pases. If tally the same as its action on the surface of flat
the joint is welded with the deposition of one metal. The same fundamental rules apply regarding
stringer bead, complete fusion is obtained by weld- electrode size and manipulation, current values, po-
ing from one side. If the thickness of metal is such larity, and arc lengths.
that complete fusion cannot be obtained by welding
Bead welds can be made by holding a short arc
from one side, the joint must be welded from both
and welding in a straight line at a constant speed,
sides.
When the metals to he welded are butted squarely
with the electrode inclined 5 to 15 in the direc-
tion of welding. The proper arc can best be judged
together, two passes are necessary. If the metals
by reeognixing a sharp cracking sound heard all
must be spaced, three passes are required to com-
during the time the electrode is being moved to and
plete the weld. In the latter case, the third pass is
above the surface of the plate. Some of the charac-
made directly over the first and completely envelops
teristics of good bead welds are as follows:
it.
(1) They should leave very little spatter on
It must be constantly kept in mind that beads,
the surface of the plate.
either the stringer or weave type, are used to weld
(2) The arc crater, or depression, in the bead
all types of joints. Even though the bead may not
when the arc has been broken should be
be deposited on the same type of surface, its action
approximately i/is in. deep.
272
(3)
(4)
The depth of the crater at the end of the
bead can be used as a measure of penetra-
tion into the base metal.
The bead weld should be built up slightly,
without any weld metal overlap at the top
surface, which would indicate poor fusion.
Figure 6-33 illustrates a properly made bead weld.
KY.--
Spatter
FIGURE 6-33. Properly made bead weld.
Groove Welds (Butt Joint)
Groove welding may be executed in either a butt
joint or an outside comer joint. A outside comer
joint corresponds to a single vee butt joint, and the
same welding technique is used for both. For this
reason, these two types of joints are classified under
the heading of grooved welding. There are certain
fundamentals which are applicable to groove welds,
regardless of the position of the joint.
Groove welds are made on butt joints where the
metal to be welded is l/a in. or more in thickness.
Butt joints with a metal thickness of less than 1/4 in.
require no special edge preparation and can be
joined with a bead weld on one or both sides.
Groove welds can be classified as either single
groove or double groove. This is true whether the
shape of the groove is a V, U, J, or any other form.
Regardless of the position in which a single-groove
weld is made, it can be welded with or without a
backing strip. If a backing strip is used, the joint
may be welded from only one side. When a single-
groove weld is made without a backing strip, the
weld may be made from one side, if necessary,
although welding from both sides assures better
fusion.
The first pass of the weld deposit may be from
either side of the groove. The first bead should be
deposited to set the space between the two plates
and to weld the root of the joint. This bead, or
layer off weld metal, should be thoroughly cleaned
to remove all slag before the second layer of metal
is deposited. After the first layer is cleaned, each
additional layer should be applied with a weaving
motion, and each layer should be cleaned before the
next one is applied.
The number of passes required to complete a
weld is determined by the thickness of the metal
being welded and the electrode size being used. As
in bead welding, the tip of the electrode should be
inclined between 5 and 15 in the direction of
welding.
Double-groove welds are welded from both sides.
This type of weld is used primarily on heavy metals
to minimize distortion. This is best accomplished by
alternately welding from each side; i.e., depositing
a bead from one side and then from the other.
However, this necessitates turning the plates over
several times (six times for 3/q-in. plate.)
Distortion may be effectively controlled if the
plates are turned over twice, as follows: (1) Weld
half the passes on the first side; (2) turn the plate
over and weld all the passes on the second side;
and (3) turn the plates over and complete the
passes on the first side.
The root of a double-groove weld should be made
with a narrow bead, making sure that the bead is
uniformly fused into each root face. When a few
passes have been made on one side, the root on the
opposite side should be chipped to sound metal to
make the groove and then welded with a single-bead
weld.
Any groove weld made in more than one pass
must have the slag, spatter, and oxide carefully
removed from all previous weld deposits before
welding over them. Figure 6-34 shows some of the
common types of groove welds performed on butt
joints in the flat position.
Fillet Welds
Fillet welds are used to make tee and lap joints.
In welding tee joints in the flat position, the two
plates are placed to form an angle of 90 between
their surfaces, as shown in figure 6-35. The elec-
trode should be held at an angle of 45 to the plate
surface. The top of the electrode should be tilted at
an angle of about 15 in the direction of welding.
Light plates should be welded with little or no
273
Reinforcement of weld\ Reinforcement of weld ---,
(A)
Square groove weld
(Cl
Double V groove weld
Reinforcement of weld Reinforcement of weld
(B)
(D)
Single V groove weld
Single bevel groove weld
FIGURE 6-34. Groove welds on butt joints in the flat position.
weaving motion of the electrode, and the weld is
made in one pass. Fillet welding of heavier plates
may require two or more passes. In that case, the
second pass or layer is made with a semicircular
weaving motion. In malting the weave bead, there
should be a slight pause at the end of each weaving
motion to obtain good fusion to the edges of the
two plates without undercutting them.
l/Y Leg size
welding
FIGURE 6-35. Tee joint fillet weld.
The procedure for malting the lap joint Met weld
is similar to that used for malting the fillet weld in
a tee joint. The electrode should he held at an angle
of 30 to the vertical. The top of the electrode
should be tilted to an angle of 15 in the direction
of welding. Figure 6-36 illustrates a typical lap
joint. The weaving motion is the same as that used
for tee joints, except that the hesitation at the edge
of the top plate is prolonged to obtain good fusion
with no undercut. When welding platee of different
thiclcness, the electrode is held at an angle of 20 to
the vertical. Care must be taken not to overheat and
undercut the thinner plate edge. The arc must be
controlled to wash up the molten metal to the edge
of this plate.
Overhead Position Welding
The overhead position is one of the most difficult
in welding, since a very short arc must be main-
tained constantly to retain complete control of the
molten metal.
The force of gravity tends to cause the molten
metal to drop down or sag on the plate. If a long
arc is held, the difficulty in transferring metal from
the electrode to the bass metal is increased, and
-30'
i
4
I
'0
3/W'
i
d
I e
I1
.- s
I
+
3/W 4
FIGURE 6-36. Typical lap joint fillet weld.
large globules of molten metal will drop from the
electrode and the base metal. The transfer of metal
is aided by first shortening and then lengthening
the arc. However, care should be taken not to carry
too large a pool of molten metal in the weld. The
procedures for making bead, groove, and fillet
welds in the overhead position are discussed in the
following paragraphs.
Bead Welds
For bead welds, the electrode should be held at
an angle of 90 to the base metal. In some cases,
however, where it is desirable to observe the arc
and the crater of the weld, the electrode may be
held at an angle of 15 in the direction of welding.
Weave beads can be made by using the weaving
motion. A rather rapid motion is necessary at the
end of each semicircular weave to control the mol-
ten metal deposit. Care should be taken to avoid
excessive weaving. This will cause overheating of
the weld deposit and form a large pool of metal,
which is hard to control.
Groove Welds (Butt Joints)
Improved overhead groove welds can be made by
using a backup strip. The plates should be prepared
in a manner similar to preparing plates for welding
butt joints in the flat position. If no backup strip is
used and the plates are beveled with a featheredge,
the weld will burn through repeatedly, unless the
operator is extremely careful.
Fillet Welds
When making fillet welds on overhead tee or lap
joints, a short arc should be held, and there should
be no weaving of the electrode, The electrode
should be held at an angle of about 30 to the
vertical plate, and moved uniformly in the direction
of welding.
The arc motion should be controlled to secure
good penetration to the root of the weld and good
fusion with the sidewalls of the vertical and hori-
zontal plates. If the molten metal becomes too fluid
and tends to sag, the electrode should be whipped
away quickly from the crater ahead of the weld to
lengthen the arc and allow the metal to solidify. The
electrode should then be returned immediately to
the crater of the weld and the welding continued.
Welding on heavy plates requires several passes
to make the joint, The first pass is a string bead
with no weaving motion of the electrode. The
second, third, and fourth passes are made with a
slight circular motion of the end of the electrode,
while the top of the electrode is held tilted at an
angle of about 15.
Vertical Position Welding
The vertical position, like the overhead position
just discussed, is also more difficult than welding in
the flat position. Because of the force of gravity, the
molten metal will always have a tendency to run
down. To control the flow of molten metal, a short
arc is necessary, as well as careful arc voltage and
welding current adjustments.
In metallic arc welding, current settings for welds
made in the vertical position should be less than
those used for the same electrode size and type on
welds made in the flat position. The currents used
for welding upward on vertical plate are slightly
lower than those used for welding downward on
vertical plate. The procedure for making bead,
groove, and fillet welds in the vertical position are
discussed in the following paragraphs.
Bead Welds
When making vertical bead welds, it is necessary
to maintain the proper angle between the electrode
and the base metal to deposit a good bead. In
welding upward, the electrode should be held at an
angle of 90 to the vertical. When weaving is neces-
sary, the electrode should be oscillated with a
whipping up motion. In welding downward, bead
welds should be made by holding the top end of the
electrode at an angle of about 15 below the hori-
zontal to the plate with the arc pointed upward
toward the oncoming molten metal. When a weave
bead is necessary, in welding downward, a slight
semicircular movement of the electrode is necessary.
In depositing a bead weld in the horizontal plane
on a vertical plate, the electrode should be held at
275
right angles to the vertical. The top of the electrode
should be tilted at an angle at about 15 toward the
direction of welding to obtain a better view of the
arc and crater. The welding currents used should be
slightly less than those required for the same type
and size of electrode in flat position welding.
Groove Welds (Butt Joints)
Butt joints in the vertical position are groove
welded in a manner similar to the welding of butt
joints in the flat position. To obtain good fusion
with no undercutting, a short arc should be held,
and the motion of the electrode should be carefully
controlled.
Butt joints on beveled plates 1/ in. in thickness
can be groove welded by using a triangular weaving
motion. In groove welding butt joints in the hori-
zontal position on identical plates, a short arc is
necessary at all times. The first pass is made from
left to right or right to left, with the electrode held
at an angle of 90 to the vertical plate. The second,
third, and, if required, any additional passes are
made in alternate steps, with the electrode held ap
proximately parallel to the beveled edge opposite to
the one being welded.
Fillet Welds
When making fillet welds in either tee or lap
joints in the vertical position the electrode should
be held at an angle of 90 to the plates or at an
angle of up to 15 below the horizontal, for better
control of the molten puddle. The arc should also
be held short to obtain good penetration, fusion,
and molten metal control.
In welding tee joints in the vertical position, the
electrode should be moved in a triangular weaving
motion. The joint should be started at the bottom and
welded upwards. A slight hesitation in the weave, as
shown in figure 6-37, will improve sidewall pene-
tration and allow good fusion at the root of the
joint. If the weld metal overheats, the electrode
should be lifted away quickly at short rapid inter-
vals without breaking the arc. This will allow the
molten metal to solidify without running down. The
electrode should be returned immediately to the
crater of the weld to maintain the desired size of
the weld.
When more than one layer of metal is needed to
make a vertical tee weld, different weaving motions
may be used. A slight hesitation at the end of the
weave will result in good fusion without undercut-
ting the plate at the edges of the weld. When weld-
ing lap welds in the vertical position, the same pro-
c
Hesitate y Direction of welding
For l/4, 3/8, and 112 size fillets
FIGURE 6-37. Vertical tee joint fillet weld.
cedure is followed as that outlined for welding ver-
tical tee joints, except that the electrode is directed
more toward the one vertical plate. Care should be
taken not to undercut either plate, or to allow the
molten metal to overlap the edges of the weave. On
heavy plate, lap joints require more than one layer
of metal.
WEIDING OF AIRCRAFT STEEL STRUCTURES
Oxyacetylene or electric arc welding may be util-
ized for repair of some aircraft structures, since
most aircraft structures are fabricated from one of
the weldable alloys; however, careful consideration
should be given to the alloy being welded since all
alloys are not readily weldable. Also, certain struc-
tural parts may be heat treated and therefore could
require special handling. In general, the more res-
ponsive an alloy steel is to heat treatment, the less
suitable it is for welding because of its/tendency to
become brittle and lose its ductility in the welded
area. The following steels are readily weldable: (1)
Plain carbon of the 1000 series, (2) nickel steel of
the SAE 2300 series, (3) chrome/nickel alloys of
the SAE 3100 series, (4) chrome/molybdenum
steels of the SAE 4100 series, and (5) low-chrome/
molybdenum steel of the SAE 8600 series.
Aircraft Steel Parts Not To Be Welded
Welding repairs should not be performed on air-
craft parts whose proper function depends on
strength properties developed by cold working, such
as streamlined wires and cables.
276
Brazed or soldered parts should never be re-
paired by welding, since the brazing mixture or
solder can penetrate the hot steel and weaken it.
Aircraft parts such as tumbuckle ends and air-
craft bolts which have been heat treated to improve
their mechanical properties should not be welded.
Repair of Tubular Members
Welded steel tubing can usually be spliced or
repaired at any joint along the length of the tube,
but particular attention should be given to the
proper fit and alignment to avoid distortion. Some
of the many acceptable practices are outlined in the
following paragraphs.
Dents at a steel tube cluster-joint can be repaired
by welding a specially formed steel patch plate over
the dented area and surrounding tubes, as shown in
figure 6-38.
To prepare the patch plate, a section of steel
sheet is cut from the same material and thickness as
the heaviest tube damaged. The reinforcement plate
is trimmed so that the fingers extend over the tubes
a minimum of one and one-half times the respective
tube diameters (figure 6-38). The reinforcement
plate may be formed before any welding is at-
tempted, or it may be cut and tack welded to one or
more of the tubes in the cluster-joint, then heated
and formed around the joint to produce a smooth
contour. Sufficient heat should be applied to the
plate during the forming process so that no gap
exists. If a gap exists it should not exceed 1/1e in.
from the contour of the joint to the plate. After the
plate is formed and tack welded to the cluster-joint,
all the reinforcement plate edges are welded to the
cluster-joint.
Repair by Welded Sleeve
This type of repair of a dented or bent tube is
illustrated in figure 639. The repair material se-
lected should be a length of steel tube sleeving
having an inside diameter approximately equal to
the outside diameter of the damaged tube and of the
same material and wall thickness. This sleeve rein-
forcement should be cut at a 30 angle on both
ends so that the minimum distance of the sleeve
from the edge of the crack or dent is not less than
one and one-half times the diameter of the damaged
tube.
After the angle cuts have been made to the ends,
the entire length of the reinforcement sleeve should
be cut, separating the sleeve into half-sections
(figure 6-39). The two sleeve sections are then
clamped to the proper positions on the affected
areas of the original tube. The sleeve is welded
along the length of the two sides, and both ends are
welded to the damaged tube, as shown in figure
6-39.
Repair by Bolted Sleeve
Bolted sleeve repairs on welded steel tubular
structure are not recommended unless specifically
authorized by the manufacturer or the Federal
Aviation Administration. The material removed by
drilling the boltholes in this type of repair may
prove to weaken the tubular structure critically.
Welded-Patch Repair
Dents or holes in tubing can be safely repaired
by a welded patch of the same material but one
gage thicker, as illustrated in figure 6-40, with the
following exceptions :
(1)
(2)
(3)
(4)
Do not use a welded patch to repair dents
deeper than one-tenth of the tube diame-
ter, dents that involve more than one-
fourth of the tube circumference, or those
longer than the tube diameter.
Use welded-patch repairs only if dents are
free from cracks, abrasions, and sharp
corners.
Use welded-patch repairs only when the
dented tubing can be substantially re-
formed without cracking before applica-
tion of the patch.
In the case of punctured tubing, use weld-
ed-patch repairs if the holes are not
longer than the tube diameter and involve
not more than one-fourth of the tube cir-
cumference.
Splicing Tubing by Inner Sleeve Method
If the damage to a structural tube is such that a
partial replacement of the tube is necessary, the
inner sleeve splice shown in figure 6-41 is recom-
mended, especially where a smooth tube surface is
desired. A diagonal cut is made to remove the dam-
aged portion of the tube, and the burrs are removed
from the edges of the cut by filing or similar means.
A replacement steel tube of the same material and
diameter, and at least the same wall thickness is
then cut to match the length of the removed portion
of the damaged tube. At each end of the replace.
ment tube a l/s-in. gap should be allowed from the
diagonal cuts to the stubs of the original tube.
A length of steel tubing should next be selected
of at least the same wall thickness and of an outside
277
Lmgeron dented at a station.
ickness of patch-plate
Patch plate before foming and welding.
1
0
-
Patch plate formed a;d welded to tubes.
FIGURE 6-38. Repair of members dented at a cluster.
278
Dented or bent tube.
----------------------------s-B-----
Cracked tube
Reinforcement tube split
- - - - - - ~~~:~~~&z-%,T-~~ s = =
_-----_
--m-e--
-------- ------
-4
l*hA c-
FIGURE 6-39. Repair by welded sleeve.
diameter equal to the inside diameter of the dam-
aged tube. This inner tube material should be fitted
snugly within the original tube. Cut two sections of
tubing from this inner-sleeve tube material, each of
such a length that the ends of the inner sleeve will
be a minimum distance of one and one-half tube
diameters from the near-t end of the diagonal cut.
If the inner sleeve fits very tightly in the replace-
ment tube, the sleeve can be chilled with dry ice or
in cold water. If this procedure is inadequate, the
diameter of the sleeve can be polished down with
emery cloth. The inner sleeve can be welded to the
tube stubs through the +&in. gap, forming a weld
bead over the gap.
Engim Mount Repairs
All welding on an engine mount should be of the
highest quality, since vibration tends to accentuate
any minor defect. Engine-mount members should
preferably be repaired by using a larger diameter
replacement tube telescoped over the stub of the
original member, using fishmouth and rosette welds.
However, 30 scarf welds in place of the fishmouth
welds are usually considered acceptable for engine
mount repair work.
Repaired engine mounts must be checked for
accurate alignment. When tubes are used to replace
bent or damaged ones, the original alignment of the
279
# Tube circum.
Not greater than A
FIGURE 6-40. Welded-patch repair.
Rosette weld
e sleeve tube
Replacement tube
FIGURE 6-41. Splicing by inner-sleeve method.
structure must be maintained. This can be done by
measuring the distance between points of corre-
sponding members that have not been distorted, and
by reference to the manufacturers drawings.
If all members are out of alignment, the engine
mount should be replaced by one supplied by the
manufacturer or one built to conform to the manu-
facturers drawings. The method of checking the
alignment of the fuselage or nacelle points can be
requested from the manufacturer.
Minor damage, such as a crack adjacent to an
engine attachment lug, can be repaired by re-weld-
ing the ring and extending a gusset or a mounting
lug past the damaged area. Engine mount rings
which are extensively damaged must not be re-
paired, unless the method of repair is specifically
approved by an authorized repressntative of the
Federal Aviation Administration, or is accomplished
using instructions furnished by the aircraft manu-
facturer.
Repair at Built-In Fuselage Fittings
An example of a recommended repair at built-in
fuselage fittings is illustrated in figure 6-42. There
are several acceptable methods for effecting this
type of repair. The method illustrated in figure
64.2 utilizes a tube (sleeve) of larger diameter
than the original. This necessitates reaming the fit-
ting holes in the longeron to a larger diameter. The
forward splice is a 30 scarf splice. The rear longe-
ron is cut approximately 4 in. from the center line
of the joint, and a spacer 1 in. long is fitted over
the longeron. The spacer gnd longeron are edge-
welded. A tapered V cut approximately 2 in. long
is made in the aft end of the outer sleeve, and the
end of the outer sleeve is swaged to fit the longeron
and then welded.
Weld
Spacer approximately
I \
\
A long welded on
inside tube
m--e
-q&j!!*-
----
J AIz~.AJ
FIGURE h-42. Repair at built-in fuselage fitting.
landing Gear Repair
Representative types of repairable and nonrepair-
Landing gear made of round tubing is generally able landing gear axle assemblies are shown in
repaired using repairs and splices illustrated in fig figure W. The types shown in A, B, and C of this
ures 6-39 and 6-42. One method of repairing tand- figure are formed from steel tubing and may be
ing gear made of streamlined tubing is shown in repaired by any of the methods described in this
figure 6-443. section. However, it will always be necessary to
Form inside tube to fit
A - Slot width (original tube)
B - Outside diameter (insert tube)
C - Streamline tube length of major axis
FIGURE 6-43. Streamlined tube splice on landing gear using round tube.
281
D
FORE 644.
R
qmsentative types of
E
*
repaIra& and nonrepairable as~;mbli~~,
282
ascertain whether or not the members are heat
treated. Assemblies originally heat treated must be
re-heat treated after welding.
The axle assembly shown in D of figure 6-44 is,
in general, of a nonrepairable type for the following
reasons :
(1)
(2)
The axle stub is usually made from a
highly heat treated nickel alloy steel and
carefully machined to close tolerances.
These stubs are usually replaced when
damaged.
The oleo portion of the structure is gener-
ally heat treated after welding and is per-
fectly machined to assure proper function-
ing of the shock absorber. These parts
would be distorted by welding after the
machining process.
A spring-steel leaf, shown in E of figure 644,
supports each main landing gear wheel assembly on
many light aircraft. These springs are, in general,
nonrepairable and should be replaced when they
become excessively sprung or are otherwise dam-
aged.
Built-Up Tubular Wing or Tail Sutface Spar Re-
pair
Built-up tubular wing or tail surface spars can be
repaired by using any of the splices and methods
outlined in the discussion on welding of aircraft
steel structures, provided the spars are not heat
treated. In the case of heat treated spars, the
entire spar assembly must be re-heat treated to the
manufacturers specifications after completion of the
repair.
Wing and Tail Brace Struts
In general, it is advantageous to replace damaged
wing-brace struts made either from rounded or
streamlined tubing with new members purchased
from the aircraft manufacturer. However, there is
usually no objection from an airworthiness point of
view to repairing such members properly. Members
made of round tubes using a standard splice can be
repaired as shown in figures 6-39 or 6-41.
Steel brace struts may be spliced at any point
along the length of the strut, provided the splice
does not overlap part of an end fitting. The jury
strut attachment is not considered an end fitting;
tirerefore, a splice may be made at this point. The
repair procedure and workmanship should be such
as to minimize distortion due to welding and the
necessity for subsequent straightening operations.
The repaired strut should be observed carefully
during initial flights to ascertain that the vibration
characteristics of the strut and attaching compo-
nents are not adversely affected by the repair. A
wide range of speed and engine power combinations
must be covered during this check.
283
CHAPTER 7
ICE AND RAIN PROTECTION
GENERAL
Rain, snow, and ice are transportations ancient
enemies. Flying has added a new ,dimension, par-
ticularly with respect to ice. Under certain at-
mospheric conditions, ice can build rapidly on
airfoils and air inlets.
The two types of ice encountered during flight
are rime and glaze. Rime ice forms a rough sur-
face on the aircraft leading edges. It is rough
because the temperature of the air is very low and
freezes the water before it has time to spread.
Glaze ice forms a smooth, thick coating over the
leading edges of the aircraft. When the tempera-
ture is just slightly below freezing, the water has
more time to flow before it freezes.
Ice may be expected to form whenever there is
near or below freezing. An exception is carburetor
icing which can occur ,during warm weather with
no visible moisture present. If ice is allowed to
accumulate on the wings and empennage leading
edges, it destroys the lift characteristics of the air-
foil. Ice or rain accumulations on the windshield
interfere with vision.
Icing Effects
Ice on an aircraft affects its performance and
efficiency in many ways. Ice buildup increases
drag and reduces lift. It causes destructive vibra-
tion, and hampers true instrument readings. Con-
trol surfaces become unbalanced or frozen. Fixed
slots are filled and movable slots jammed. Radio
reception is hampered and engine performance is
visible moisture in the air and the temperature is affected (figure Y-1).
Effects of Icing are Cumulative
LIFT LESSENS
DRAG INCREASES
&RST FALLS OFF
WEIGHT GROWS
Stalling Speed Increaser
FIGURE 7-l. Effects of structural icing.
285
The methods used to prevent icing (anti-icing)
or to eliminate ice that has formed (deicing) vary
with the aircraft make and model. In this Chapter
ice prevention and ice elimination using pneumatic
pressure, application of1 heat, and the application
of fluid will be discussed.
ice Prevention
Several means to prevent or control ice forma-
tion are used in aircraft today: (1) Heating sur-
faces using hot air, (2) heating by electrical
elements, (3) breaking up ice formations, usually
by inflatable boots, and (4) alcohol spray. A
surface may be anti-iced either by keeping it dry
by heating to a temperature that evaporates water
upon impingement; or by heating the surfacejust
enough to prevent freezing, maintaining it running
wet; or the surface may be deiced by allowing ice
to form and then removing it.
Ice prevention or elimination systems ensure
safety of flight when icing conditions exist. Ice
may be controlled on aircraft structure by the
following methods.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Location of Ice
Leading edge of the wing
Leading edges of vertical
and horizontal stabilizers
Windshields, windows,
and radomes
Heater and Engine
air inlets
Stall warning
transmitters
Pitot tubes
Flight controls
Propeller blade leading
edges
Carburetors
Lavatory drains
Method of Control
Pneumatic,
Thermal
Pneumatic,
Thermal
Electrical,
Alcohol
Electrical
Electrical
Electrical
Pneumatic,
Thermal
Electrical,
Alcohol
Thermal, Alcohol
Electrical
PNEUMATIC DEICING SYSTEMS
Pneumatic deicing systems use rubber deicers,
called boots or shoes, attached to the leading edge
of the wing and stabilizers. The deicers are com-
posed of a series of inflatable tubes. During opera-
tion, the tubes are inflated with pressurized air, and
deflated in an alternating cycle as shown in figure
7-2. This inflation and deflation causes the ice to
crack and break off. The ice is then carried away
by the airstream.
Deicer tubes are inflated by an engine-driven air
pump (vacuum pump), or by air bled from gas
turbine engine compressors, The inflation sequence
is controlled by either a centrally located distribu-
tor valve or by solenoid operated valves located
adjacent to the deicer air inlets.
Deicers are installed in sections along the wing
with the different sections operating alternately and
symmetrically about the fuselage. This is done so
that any disturbance to airflow caused by an in-
flated tube will be kept to a minimum by inflating
only short sections on each wing at a time.
Deicing system not
operating. Cells lie close
to airfoil section. Ice is
After deicer system has
been put into operation,
center cell inflates,
cracking ice.
When center cell deflates,
outer cells inflate. This raises
cracked ice causing it to
be blown off by air stream.
FIGURE 7-2. Deicer boot inflation cycle.
286
DEICER BOOT CONSTRUCTION
Deicer boots are made of soft, pliable rubber or
rubberized fabric and contain tubular air cells. The
outer ply of the deicer is of conductive neoprene to
provide resistance to deterioration by the elements
and many chemicals. The neoprene also provides a
conductive surface to dissipate static electricity
charges. These charges, if allowed to accumulate,
would eventually discharge through the boot to the
metal skin beneath, causing static interference with
the radio equipment.
Deicer boots are attached to the leading edge of
wing and tail surfaces with cement or fairing strips
and screws, or a combination of both.
Deicer boots which are secured to the surface
with fairing strips and screws or a combination of
fairing strips, screws, and cement have a bead and
bead wire on each lengthwise edge. On this type
installation, screws pass through a fairing strip and
the deicer boot just ahead of the bead wire and fit
into Rivnuts located permanently in the skin of the
aircraft.
The new type deicer boots (figure 7-3) are
completely bonded to the surface with cement. The
trailing edges of this type boot are tapered to pro-
vide a smooth airfoil. By eliminating the fairing
strips and screws, this type installation cuts down
on the weight of the deicer system.
FIGURE 7-3. Deicer boot cross section.
The deicer boot air cells are connected to system
pressure and vacuum lines by nonkinking flexible
hose.
In addition to the deicer boots, the major compo-
nents of a representative pneumatic deicing system
are a source of pressurized air, an oil separator, air
pressure and suction relief valves, a pressure regu-
lator and shutoff valve, an inflation timer, and a
distributor valve or a control valve. A schematic of
a typical system is shown in figure 7-4.
In this system, air pressure for system operation
is supplied by air bled from the engine compressor.
The bleed air from the compressor is ducted to a
pressure regulator. The regulator reduces the pres-
sure of the turbine bleed air to the deicer system
pressure. An ejector, located downstream of the reg-
ulator, provides the vacuum necessary to keep the
boots deflated.
The air pressure and suction relief valves and
regulators maintain the pneumatic system pressure
and suction at the desired settings. The timer is
essentially a series of switch circuits actuated SUC-
cessively by a solenoid-operated rotating step
switch. The timer is energized when the deicing
switch is placed in the on position.
When the system is operated, the deicer port in
the distributor valve is closed to vacuum and system
operating pressure is applied to the deicers con-
nected to that port. At the end of the inflation
period the deicer pressure port is shut off, and air
in the deicer flows overboard through the exhaust
port. When the air flowing from the deicers reaches
a low pressure (approximately 1 p.s.i.) , the exhaust
port is closed. Vacuum is re-applied to exhaust the
remaining air from the deicer.
This cycle is repeated as long as the system is
operating. If the system is turned off, the system
timer automatically returns to its starting position.
A pneumatic deicing system that uses an engine-
driven air pump is shown in figure 7-5. The right
hand side of the system is illustrated, however, the
left hand side is identical. Notice that inflatable
deicers are provided for the wing leading edges and
the horizontal stabilizer leading edges. Included in
the system are two engine-driven air (vacuum)
pumps, two primary oil separators, two combination
units, six distributor valves, an electronic timer, and
the control switches on the deicing control panel.
To indicate system pressure, a suction indicator and
a pressure indicator are included in the system.
Pneumatic System Opemtion
As shown in figure 7-5, the deicer boots are
arranged in sections. The right-hand wing boots
include two sections: (1) An inboard (inner boot
287
m Supply air
n Vacuum
Vertical stabilizer boots
Distributor valves
(numbers indicate
Pressure r&f valve
Pressure regulator and shutoff valve
R.H. Horizontal stabilizer boots
L.H. Horizontal stabilizer boots
.--------------------------.
;_--________________---,
t
From-wing
pneumatic system
Note: System not in operation. Vacuum supplied to all
ports of all boots.
FIGURE 7-4. Schematic of a pneumatic deicing system.
Al and outer boot B2) section and (2) an out-
board (inner boot A3 and outer boot B4) section.
The right-hand horizontal stabilizer has two boot
sections (inner boot A5 and outer boot B6). A
distributor valve serves each wing boot section and
another distributor valve serves both horizontal sta-
bilizer boot sections. Notice that each distributor
valve has a pressure inlet port, a suction outlet port,
a dump port, and two additional ports (A and B) .
Distributor valve A and B ports are connected to
related boot A and B ports. Pressure and suction
can be alternated through A and B ports by the
movement of a distributor valve solenoid servo
valve. Note also that each distributor valve is con-
nected to a common pressure manifold and a
common suction manifold. When the pneumatic
deicing system is on, pressure or suction is applied
by either or both engine-driven air (vacuum)
pumps. The suction side of each pump is connected
to the suction manifold. The pressure side of each
288
pump is connected through a pressure relief valve
to the pressure manifold. The pressure relief valve
maintains the pressure in the pressure manifold at
17 p.s.i. The pressurized air then passes to the
primary oil separator. The oil separator removes
any oil from the air. Oil-free air is then delivered to
the combination unit. The combination unit directs,
regulates to 15 p.s.i., and filters the air supply to
the distributor valves.
When the pneumatic deicing system is ofi, air
pump suction, regulated at 4 in. Hg by an adjusta-
ble suction relief valve, holds the deicing boots de-
flated. Air pump pressure is then directed over-
board by the combination unit.
DEICING SYSTEM COMPONENTS
Engine-Driven Air Pump
The engine-driven air pump is of the rotary, four
vane, positive displacement type and is mounted on
Right-hand wing deicers
Inboard section Outboard section
/
A
4R
n-
-
.-
I
indicator
-
Distributor
Distributor
valve
rressure
indicator
,.;,.:: ..,...,. ,.;,.;;;. . .
t
;;I----..
To oppsite wing
engine air supply,
distributor valves,
and boots
Suction
manifold
\
Engine-driven
air pump
Motor-operated -
shutoff valve
Distributor valve
( solenoid B
shown energized,
Suction
relief
valve
Al
t
,.:.:.
I::
. . .

I
A:over boar d
Electrical and electronic
control
I
Oil cooler
Horizontal stabilizer boots
TO boots on opposite side
of horiz. stabilizer
m Pressure m Suction
- Electrical connection
FICURT. 7-5. A pneumatic deicing system using an engine-driven air pump.
the accessory drive gear box of the engine. The
compression side of each pump supplies air pressure
to inflate the wing and tail deicer boots. Suction is
supplied from the inlet side of each pump to hold
down the boots, when not being inflated, while in
flight. One type of pump uses engine oil for lubrica-
tion and is mounted so that the drive gear is mated
with the drive gear in the accessory drive gear box.
The oil taken in the pump for lubrication and seal-
ing is discharged through the pressure side, to the
oil separator. At this point, most of the oil is sepa-
rated from the air and fed back to the engine oil
sump. When installing a new pump, care should be
taken to ensure that the oil passages in the gasket,
pump, and engine mounting pad are aligned (figure
7-6). If this oil passage does not line up, the new
pump will be damaged from lack of lubrication.
Another type of vacuum pump, called a dry
pump, depends on specially compounded carbon
parts to provide pump lubrication. The pump is
constructed with carbon vanes for the rotor. This
material is also used for the rotor bearings. The
carbon vane material wears at a controlled rate to
provide adequate lubrication. This eliminates the
need for external lubricants.
When using the dry type of pump, oil, grease, or
degreasing fluids must be prevented from entering
the system. This is important at installation and
during subsequent maintenance.
Maintenance of the engine-driven pump is limited
to inspection for loose connections and security of
mounting.
Outlet oort
Intake
PO*
LHoles in adapter flange for engine pad lubrication.
If this type pump is used, be sure the holes are
open and not covered by the flange gasket at
installation.
FIGURE 7-6. Lubrication of wet type vacuum pump.
Safety Valves
An air pressure safety valve is installed on the
pressure side of some types of engine-driven air
pumps. Schematically, this valve is placed on the air
pressure side of the pump between the primary oil
separators and the pump. The safety valve exhausts
excessive air at high pump r.p.m. when a predeter-
mined pressure is reached. The valve is preset and
is not adjustable.
Oil Separator
An oil separator is provided for each wet-type
air pump. Each separator has an air inlet port,
an air outlet port, and an oil drain line which
is routed back to the engine oil sump. Since the air
pump is internally lubricated, it is necessary to
provide this means of separating oil from the pres-
surized air. The oil separator removes approxi-
mately 75% of the oil from the air.
The only maintenance required on the oil separa-
tor is flushing the interior of the unit with a suita-
ble cleaning solvent. This should be done at inter-
vals prescribed by the applicable maintenance man-
ual.
Combination Regulator, Unloading Valve, and
Oil Separator
The combination regulator, unloading valve, and
oil separator consists of a diaphragm-controlled,
spring-loaded unloading valve, an oil filter and
drain ; a diaphragm type air pressure regulator
valve with an adjustment screw; and a solenoid
selector valve. The assembly has an air pressure
inlet port, an exhaust port, an outlet to the solenoid
distributor valves, an outlet to the suction side of
the engine-driven air pumps, and an oil drain. The
combination unit has three functions: (1) To re-
move all residual oil left in the air by the primary
oil separator before it enters the pressure manifold;
(2) to control, direct, and regulate air pressure in
the system; and (3) to discharge air to the atmos-
phere when the deicer system is not in use, thereby
allowing the air pump to operate at no pressure
load.
Maintenance of this unit consists of changing the
filter element as prescribed by the applicable main-
tenance manual.
The pressure regulator may be adjusted, if the
deicer system pressure gage does not register the
specified pressure. The adjusting screw should be
turned counterclockwise to increase the pressure
and clockwise to decrease the system pressure.
290
f
Suction Regulating Valve
An adjustable suction regulating valve is installed
in each engine nacelle. One side of each valve is
piped to the inlet (suction) side of the engine-
driven air pump and the other side to the main
suction manifold line. The purpose of the suction
valve is to maintain the deicer system suction auto-
matically.
Maintenance of this valve consists of removing
the air intake filter screen and cleaning it with a
cleaning solvent as prescribed by the applicable
maintenance manual.
This valve may be adjusted to obtain the desired
deicing system suction. The deicer system suction is
increased by turning the adjusting screw counter-
clockwise and decreased by turning it clockwise.
Solenoid Distributor Valve
The solenoid distributor valve is normally located
near the group of deicer boots which it serves. Each
distributor valve incorporates a pressure inlet port,
suction outlet port, two ports (A and B) to the
boots, and a port piped overboard to a low pressure
area. Each distributor also has two solenoids, A and
B. The pressure inlet port is integral with the mani-
fold pressure line, thereby making approximately 15
p.s.i. pressure available at all times when the deicer
system is operating. The suction port is connected
to the main suction line. This allows approximately
4 in. Hg suction available at all times in the distrib-
utor valve. Ports A and B connect suction and
pressure to the boots, as controlled by the distribu-
tor valve. The port piped to the low pressure area
allows the air under pressure in the boots to be
dumped overboard as controlled by the distributor
valve servo.
The distributor valve normally allows suction to
be supplied to the boots for holddown in Bight.
However, when the solenoid in the distributor valve
is energized by the electronic timer cycle control, it
moves a servo valve, changing the inlet to that
section of the boot from suction to pressure. This
allows the boot to inflate fully for a predetermined
time. This interval is controlled by the electronic
timer. When the solenoid is de-energized, the air-
flow through the valve is cut off. The air then
discharges out of the boot through an integral
check valve until the pressure reaches approxi-
mately 1 in. Hg, the boot is ported to the suction
manifold and the remaining air is evacuated, thus
again holding the boot down by suction.
Electronic Timer
An electronic timer is used to control the opera-
ting sequence and the time intervals of the deicing
system. When the deicing system is turned on, the
electronic timer energizes a solenoid in the unload-
ing valve. The solenoid closes a servo valve, thereby
directing air pressure to the unloading valve and
closing it until the regulator valve of the combina-
tion unit takes over. The regulator valve then tends
to keep the entire manifold system at approximately
15 p.s.i. pressure and unloads any surplus air at the
separator by dumping it overboard. The pressure
manifold line is then routed to the distributor
valves. The electronic timer then controls the opera-
ting sequence of the distributor valves.
PNEUMATIC DEICING SYSTEM MAINTENANCE
Maintenance on pneumatic deicing systems varies
with each aircraft model. The instructions of the
airframe or system components manufacturer
should be followed in all cases. Depending on the
aircraft, maintenance usually consists of operational
checks, adjustments, troubleshooting, and inspec-
tion.
Operational Checks
An operational check of the system can be made
by operating the aircraft engines, or by using an
external source of air. Most systems are designed
with a test plug to permit ground checking the
system without operating the engines. When using
an exte;.nal air source, make certain that the air
pressure does not exceed the test pressure estab-
lished for the system.
Before turning the deicing system on, observe the
vacuum-operated instruments. If any of the gages
begin to operate, it is an indication that one or
more check valves have failed to close and that
reverse flow through the instruments is occurring.
Correct the difficulty before continuing the test. If
no movement of the instrument pointers occurs,
turn on the deicing system.
With the deicer system controls in their proper
positions, check the suction and pressure gages for
proper indications. The pressure gage will fluctuate
as the deicer tubes inflate and deflate. A relatively
steady reading should be maintained on the vacuum
gage. It should be noted that not all systems use a
vacuum gage. If the operating pressure and vacuum
are satisfactory, observe the deicers for actuation.
291
With an observer stationed outside the aircraft,
check the inflation sequence to be certain that it
agrees with the sequence indicated in the aircraft
maintenance manual. Check the timing of the sys-
tem through several complete cycles. If the cycle
time varies more than is allowable, determine the
difficulty and correct it. Inflation of the deicers
must be rapid to provide efficient deicing. Deflation
of the boot being observed should be completed
before the next inflation cycle.
Adjustments
Examples of adjustments that may be required
include adjusting the deicing system control cable
linkages, adjusting system pressure relief valves and
deicing system vacuum (suction) relief valves.
A pressure relief valve acts as a safety device to
relieve excess pressure in the event of regulator
valve failure. To adjust this valve, operate the air-
craft engines and adjust a screw on the valve until
the deicing pressure gage indicates the specified
pressure at which the valve should relieve.
Vacuum relief valves are installed in a system
that uses a vacuum pump to maintain constant suc-
tion during varying vacuum pump speeds. To ad-
just a vacuum relief valve, operate the engines.
While watching the vacuum (suction) gage, an as-
sistant should adjust the suction relief valve adjust-
ing screw to obtain the correct suction specified for
the system.
Troubleshooting
Not all troubles that occur in a deicer system can
be corrected by adjusting system components. Some
troubles must be corrected by repair or replacement
of system components or by tightening loose
connections. Several troubles common to pneumatic
deicing systems are shown in the left-hand column
of the chart in figure 7-7. Note the probable causes
and the remedy of each trouble listed in the chart.
In addition to using troubleshooting charts, opera-
tional checks are sometimes necessary to determine
the possible cause of trouble.
inspection
During each preflight and scheduled inspection,
check the deicer boots for cuts, tears, deterioration,
punctures, and security ; and during periodic
inspections go a little further and check deicer com-
ponents and lines for cracks. If weather cracking of
rubber is noted, apply a coating of conductive
cement. The cement in addition to sealing the boots
against weather, dissipates static electricity so that
it will not puncture the boots by arcing to the metal
surfaces.
Deicer Boot Maintenance
The life of the deicers can be greatly extended by
storing them when they are not needed and by
observing these rules when they are in service:
(1)
(2)
(3)
(4)
(5)
Do not drag gasoline hoses over the deic-
ers.
Keep deicers free of gasoline, oil, grease,
dirt and other deteriorating substances.
Do not lay tools on or lean maintenance
equipment against the deicers.
Promptly repair or re-surface the deicers
when abrasion or deterioration is noted.
Wrap the deicer in paper or canvas when
storing it.
Thus far preventive maintenance has been dis-
cussed. The actual work on the deicers consists of
cleaning, re-surfacing, and repairing. Cleaning
should ordinarily be done at the same time the
aircraft is washed, using a mild soap and water
solution. Grease and oil can be removed with a
cleaning agent, such as naptha, followed by soap
and water scrubbing.
Whenever the degree of wear is such that it indi-
cates that the electrical conductivity of the deicer
surface has been destroyed, it may be necessary to
re-surface the deicer. The re-surfacing substance is
a black, conductive neoprene cement. Prior to ap-
plying the re-surfacing material, the deicer must be
cleaned thoroughly and the surface roughened.
Cold patch repairs can be made on a damaged
deicer. The deicer must be relieved of its installed
tension before applying the patch. The area to be
patched must be clean and buffed to roughen the
surface slightly.
One disadvantage of a pneumatic deicer system is
the disturbance of airflow over the wing and tail
caused by the inflated tubes. This unwanted feature
292
Trouble
Pressure gage oscillates.
Pressure gage oscillates; peaks at a
specified pressure while instrument
vacuum gage shows no reading.
Pressure gage shows no pressure
while vacuum gage shows normal
reading.
Cycling period irregular.
-
Proboblo Cause
Faulty lines or connections.
Deicing boots torn or punctured.
Faulty gage.
Faulty air relief valve.
Remedy
L
Repair or replace lines.
Tighten loose connections.
Repair faulty boots.
Replace gage.
Adjust or replace relief valve.
Faulty air regulator. Adjust or replace regulator.
Vacuum check valves installed im-
properly.
Re-install correctly.
Vacuum relief valve improperly
adjusted or faulty.
Faulty lines between pump and gage.
Adjust or replace valve as necessary.
Tighten, repair, or replace faulty lines
or connections.
Faulty pressure gage line. Repair or replace line.
Faulty pressure gage. Replace gage.
Pressure relief valve faulty. Adjust or replace as necessary.
Pressure regulator faulty. Adjust or replace as necessary.
Loose or faulty tubing and connection. Tighten, repair, or replace as necessary.
Boots torn or punctured. Repair faulty boots.
Faulty electronic timer. Replace timer.
FIGURE 7-7. Troubleshooting pneumatic deicing systems.
of the deicer boot system has led to the development
of other methods of ice control, one of which is the
thermal anti-icing system.
THERMAL ANTI-ICING SYSTEMS
Thermal systems used for the purpose of prevent-
ing the formation of ice or for deicing airfoil lead-
ing edges, usually use heated air ducted spanwise
along the inside of the leading edge of the airfoil
and distributed around its inner surface. However,
electrically heated elements are also used for anti-ic-
ing and deicing airfoil leading edges.
There are several methods used to provide heated
air. These include bleeding hot air from the turbine
compressor, engine exhaust heat exchangers, and
ram air heated by a combustion heater.
In installations where protection is provided by
preventing the formation of ice, heated air is sup
plied continuously to the leading edges as long as
the anti-icing system is on. When a system is
designed to deice the leading edges, much hotter air
is supplied for shorter periods on a cyclic system.
The systems incorporated in some aircraft in-
clude an automatic temperature control. The tem-
perature is maintained within a predetermined
range by mixing heated air with cold air.
A system of valves is provided in some installa-
tions to enable certain parts of the anti-icing system
to be shut off. In the event of an engine failure
these valves also permit supplying the entire anti-ic-
ing system with heated air from one or more of the
remaining engines. In other installations the valves
are arranged so that when a critical portion of the
wing has been deiced, the heated air can be di-
verted to a less critical area to clear it of ice.
Also, should icing conditions of unusual severity be
encountered, the entire flow of air can be directed
to the most critical areas.
The portions of the airfoils which must be pro-
tected from ice formation are usually provided with
293
a closely spaced double skin (see figure 7-8). The
heated air carried through the ducting is passed
into the gap. This provides sufficient heat to the
outer skin to melt the layer of ice next to the skin
or to prevent its formation. The air is then ex-
hausted to the atmosphere at the wing tip or at
points where ice formation could be critical; for
example, at the leading edge of control surfaces.
FIGURE 7-8. A typical heated leading edge.
When the air is heated by combustion heaters,
usually one or more heaters are provided for the
wings. Another heater is located in the tail area to
provide hot air for the leading edges of the vertical
and horizontal stabilizers.
When the engine is the source of heat, the air is
routed to the empennage through ducting which is
usually located under the floor.
Anti-king Using Cotibustion Heaters
Anti-icing systems using combustion heaters
usually have a separate system for each wing and
the empennage. A typical system of this type has the
required number of combustion heaters located in
each wing and in the empennage. A system of duct-
ing and valves controls the airflow.
The anti-icing system is automatically controlled
by overheat switches, thermal cycling switches, a
balance control, and a duct pressure safety switch.
The overheat and cycling switches allow the heaters
to operate at periodic intervals, and they also stop
heater operation completely if overheating occurs.
A complete description of combustion heaters and
their operation is discussed in Chapter 14, Cabin
Atmosphere Control Systems, of this handbook.
The balance control is used to maintain equal
heating in both wings. The duct pressure safety
switch interrupts the heater ignition circuits if ram
air pressure falls below a specified amount. This
protects the heaters from overheating when not
enough ram air is passing through.
An airflow diagram of a typical wing and empen-
nage anti-icing system using combustion heaters is
shown in figure 7-9.
Anti-king Using Exhaust Heaters
Anti-icing of the wing and tail leading edges is
accomplished by a controlled flow of heated air
from heat muffs around a reciprocating engines tail
pipe. In some installations this assembly is called an
augmentor. As illustrated in figure 7-10, an adjusta-
ble vane in each augmentor aft section can be con-
trolled through a range of positions from closed to
open. Partially closing each vane restricts the flow
of cooling air and exhaust gases. This causes the
temperature to rise in the heat muff forward of the
vane. This provides a source of heat for the anti-ic-
ing system.
Normally, heated air from either engine supplies
the wing leading edge anti-icing system in the same
wing section. During single engine operation, a
crossover duct system interconnects the left and
right wing leading edge ducts. This duct supplies
heated air to the wing section normally supplied by
the inoperative engine. Check valves in the cross-
over duct prevent the reverse flow of heated air
and also prevent cold air from entering the anti-ic-
ing system from the inoperative engine.
Figure 7-11 is a schematic of a typical anti-icing
system that uses exhaust heaters. Note that, nor-
mally, the wing and tail anti-icing system is con-
trolled electrically by operating the heat anti-ice
button. When the button is in the off position, the
outboard heat source valves and the tail anti-ice
valve are closed, While the anti-ice system is off, the
inboard heat source valves are controlled by the
cabin temperature control system. Furthermore the
augmentor vanes can be controlled by the augmen-
tor vane switch.
Pushing the heat anti-ice button to the on posi-
tion opens the heat source valves and the tail anti-
icing valve. A holding coil keeps the button in the
on position. In addition, the augmentor vane con-
trol circuits are automatically armed. The vanes can
be closed by positioning the augmentor vane switch
294
- :
.::-:.
::
.:.
~
.-:.
:.
:.
:.
+;
::
-:
Exhaust vents
Wing combustion heater
Exhaust vents
\UP q
Limited anti-icing
c
valve
Outboard wing
shutoff valve c
Empennage
combustion
heater
Wing combustion heater
b
Ram air
m Heated ati
m Airflow overboard
FIGURE 7-9. Airflow diagram of a typical anti-kill:: system.
to Wose. This provides for maximum heat from
the system. A safety circuit, controlled by thermo-
08 position whenever a duct becomes overheated.
static limit switches (not shown) in the anti-icing
When overheating occurs, the heat source valves
system ducts, releases the anti-ice button to the
and the tail anti-icing shutoff valve close and the
augmentor vanes go to the trail (open) position.
295
Augmentor muff
Augmentor (engine exhaust heater)
Augnentor vane
The heat source valves can be closed manually by
the manual heat anti-ice shuto% handle. Manual op-
eration may be necessary if the electrical control
circuits for the valves fail. In this system, the ban-
dk is ~onneeted to the WIVES by B cable system and
clutch mechanism. Once the heat source valves have
been operated manually, they cannot be operated
electrically until the manual override system is
reset. Most systems provide for re-set:ing of tbe
manual override system in flight.
Heated air for anti.icing is obtained by bleeding
air from the engine compressor. The reason for the
use of such a system is that relatively large amounts
of very hot air can be tapped off the compressor,
providing a satisfactory source of anti-icing and
deicing heat.
A typical system of this type is shown in figure
7-12 This system is dlvlded into SIX sections. Each
section includes (1) a shutoff valve, (2) a tempera-
ture indicator, and (3) an overheat werning light.
Tbe sbuto% valve for each anti-icing section is a
pressure regulating type. The valve controls the
flow of air from the bleed air system to the ejectors,
where it is ejected through small nozzles into mix-
ing chambers. The hot bleed air is mixed with am-
bient air. The resultant mixed air at approximately
350 F. flows through passages next to the leading
edge skin. Each of the shutoff valves is pneomati-
caliy actuated and electrically controlled. Each sbut-
off valve acts to stop anti-icing and to control
airflow when anti-icing 1s required. A thermal
switch connected to the control solenoid of the shut-
off valve causes the valve to close and shut 05 the
flow of bleed air when the temperature in the lead-
ing edge reaches approximately 185 F. When tbe
temperature drops, the valve opens, and hot bleed
air enters the leading edge.
The temperature indicator for each anti-icing sec-
tion is located on the anti-icing control panel. Each
indicator is connected to a resistance-type tempera-
ture bulb located in the leading edge area. The
temperature bulb is placed so that it senses the
temperature of the air in the area aft of the leading
edge skin, not the hot air passed next to the skin.
Overheat warning systems are provided to protect
the aircraft structure from damage due to excessive
heat. If the normal cyclic system fails, temperature
sensors operate to open the circuit controlling the
anti-ice &to% valves. The valves close pnewati-
tally to shut 0% the Bow of hot air.
The ducting usually consists of aluminum alloy,
titanium, stainless steel, or molded tiber glass tubes.
To
Augmentor vane
f m A
4 LTI b
position indicator
J
LH
Inboard and outboard
augmenters
Note:
LH System shown.
RH System similar.
Augmentor vane
actuator
P
--w-m --mm-
A
Augmentor overheat
warning bell
Off
G
iote:
he override position permits continuei
peration of the system if the circuit
las been deenergized by malfunction
If the thermal switches.
Structural Override
overheat
limit
override
switch Normal ~ ) 1.
/-
.
M
.@
LH outboard
heat source t -
valve To RH outboard
heat source valve
B# To RH wing leading edge
II
I- m wing
1 Engine cooling air
Exhaust gases leading edge
Trail
iii
Augmentor
vane
:,
ClOSC?
switch
Push on
Pull off I
- Heat 1
anti-ice
To RH inboard
button heat sokce valve
From RH inboard
heat source valves
LH inboard
heat source
valve
Tail anti-ice
valve
<:
~
To ta
leading edges
il
air-conditioning
system
Heating air
- Electrical actuation
- - - Mechanical actuation
FIGURE i-11. Wing and tail anti-icing system schematic.
b
The tube, or duct, sections are attached to each
heat insulating material, such as fiber glass.
other by bolted end flanges or by band-type vee- In some installations the ducting is interposed
clamps. The ducting is lagged with a fire-resistant, with thin stainless steel expansion bellows. These
297
= Bleed air
- Electrical actuation
n
Anti-icing
wing
Off
On
-I T
, qJ - I Isolation vy 1 Isop valve
Air valve
Pneumatically-actuated,
solenoid-controlled valve
w (opens when solenoid is energized)
m Temperature bulb
ai=
Thermal switch (opens
valve control circuit
on rising tern perature)
FIGURE 7-12. Schematic of a typical thermal anti-icing system.
bellows are located at strategic positions to absorb
any distortion or expansion of the ducting which
may occur due to temperature variations.
The joined sections of ducting are hermetically
sealed by sealing rings. These seals are fitted into
annular recesses in the duct joint faces. When in-
stalling a section of duct, make certain that the seal
bears evenly against, and is compressed by, the
adjacent joints flange.
When specified, the ducts should be pressure
tested at the pressure recommended by the manufac-
turer of the aircraft concerned. Pressure testing is
particularly important with pressurized aircraft,
since a leak in the ducting may result in the inabil-
ity to maintain cabin pressure. However, pressure
tests are more often made to detect defects in the
duct which would permit the escape of heated air.
The rate of leakage at a given pressure should not
exceed that recommended in the aircraft mainte-
nance or service manual.
Air leaks can often be detected audibly, and are
sometimes revealed by holes in the lagging or ther-
mal insulation material. However, if difficulty arises
in locating leaks, a soap and water solution may be
used.
All ducting should be inspected for security, gen-
eral condition, or distortion. Lagging or insulating
blankets must be checked for security and must be
free of flammable fluids such as oil or hydraulic
fluid.
GROUND DEICING OF AIRCRAFT
The presence of ice on an aircraft may be the
result of direct precipitation, formation of frost on
integral fuel tanks after prolonged flight at high
altitude, or accumulations on the landing gear fol-
lowing taxiing through snow or slush.
Any deposits of ice, snow, or frost on the external
surfaces of an aircraft may drastically affect its
performance. This may be due to reduced aerodyn-
amic lift and increased aerodynamic drag resulting
from the disturbed airflow over the airfoil surfaces,
or it may be due to the weight of the deposit over
the whole aircraft. The operation of an aircraft may
also be seriously affected by the freezing of mois-
ture in controls, hinges, valves, microswitches, or
by the ingestion of ice into the engine.
When aircraft are hangared to melt snow or
frost, any melted snow or ice may freeze again if
the aircraft is subsequently moved into subzero tem-
peratures. Any measures taken to remove frozen
deposits while the aircraft is on the ground must
also prevent the possible re-freezing of the liquid.
Frost Removal
Frost deposits can be removed by placing the
aircraft in a warm hangar or by using a frost
rem-over or deicing fluid. These fluids normally con-
tain ethylene glycol and isopropyl alcohol and can
be applied either by spray or by hand. It should be
applied within 2 hrs. of flight.
Deicing fluids may adversely affect windows or
the exterior finish of the aircraft. Therefore, only
the type of fluid recommended by the aircraft man-
ufacturer should be used.
Removing Ice and Snow Deposits
Probably the most difficult deposit to deal with is
deep, wet snow when ambient temperatures are
slightly above the freezing point. This type of de-
posit should be removed with a brush or squeegee.
Use care to avoid damage to antennas, vents, stall
warning devices, vortex generators, etc., which may
be concealed by the snow.
Light, dry snow in subzero temperatures should
be blown off whenever possible; the use of hot air
is not recommended, since this would melt the snow,
which would then freeze and require further treat-
ment.
Moderate or heavy ice and residual snow deposits
should be removed with a deicing fluid. No attempt
should be made to remove ice deposits or break an
ice bond by force.
After completion of deicing operations, inspect
the aircraft to ensure that its condition is satisfac-
tory for flight. All external surfaces should be ex-
amined for signs of residual snow or ice, particu-
larly in the vicinity of control gaps and hinges.
Check the drain and pressure sensing ports for ob-
structions. When it becomes necessary to physically
remove a layer of snow, all protrusions and vents
should be examined for signs of damage.
Control surfaces should be moved to ascertain
that they have full and free movement. The landing
gear mechanism, doors, and bay, and wheel brakes
should be inspected for snow or ice deposits and the
operation of uplocks and microswitches checked.
Snow or ice can enter turbine engine intakes and
299
freeze in the compressor. If the compressor cannot
be turned by hand for this reason, hoi air should be
blown through the engine until the rotating parts
are free.
WINDSHIELD ICING CONTROL SYSTEMS
In order to keep window areas free of ice, frost,
etc., window anti-icing, deicing, defogging, and de-
misting systems are used. The systems vary accord-
ing to the type of aircraft and its manufacturer.
Some windshields are built with double panels hav-
ing a space between, which will allow the circula-
tion of heated air between the surfaces to control
icing and fogging. Others use windshield wipers
and anti-icing fluid which is sprayed on.
One of the more common methods for controlling
ice formation and fog on modern aircraft windows
is the use of an electrical heating element built into
the window. When this method is used with pressur-
ized aircraft, a layer of tempered glass gives
strength to withstand pressurization. A layer of
transparent conductive material (stannic oxide) is
the heating element and a layer of transparent vinyl
plastic adds a nonshattering quality to the window.
The vinyl and glass plies (figure 7-13) are bonded
by the application of pressure and heat. The bond
is achieved without the use of a cement as vinyl has
a natural affinity for glass. The conductive coating
dissipates static electricity from the windshield in
addition to providing the heating element.
r Tempered glass ply, 3 places
~~~
face of the outer glass ply
FIGURE 7-13. Section through a laminated windshield.
On some aircraft, thermal electric switches auto-
matically turn the system on when the air tempera-
ture is low enough for icing or frosting to occur.
The system may stay on all the time during such
temperatures, or on some aircraft it may operate
with a pulsating on-and-off pattern. Thermal over-
heat switches automatically turn the systems off in
case of an overheating condition which could dam-
age the transparent area.
An electrically heated windshield system in-
eludes :
(1)
(2)
(3)
(4)
(5)
Windshield autotransformers and heat
control relays.
Heat control toggle switches.
Indicating lights.
Windshield control units.
Temperature-sensing elements (thermis-
tors) laminated in the panel.
A typical system is shown in figure 7-14. The
system receives power from the 115 v. a.c. buses
through the windshield heat control circuit break-
ers. When the windshield heat control switch is set
to high, 115 v., 400 Hz a.c. is supplied to the left
and right ainplifiers in the windshield control unit.
The windshield heat control relay is energized,
thereby applying 200 v., 400 Hz a.c. to the wind-
shield heat autotransformers. These transformers
provide 218 v. a.c. power to the windshield heating
current bus bars through the windshield control
unit relays. The sensing element in each windshield
has a positive temperature coefficient of resistance
and forms one leg of a bridge circuit. When the
windshield temperature is above calibrated value,
the sensing element will have a higher resistance
value than that needed to balance the bridge. This
decreases the flow of current through the amplifiers
and the relays of the control unit are de-energized.
As the temperature of the windshield drops, the
resistance value of the sensing elements also drops
and the current through the amplifiers will again
reach sufficient magnitude to operate the relays in
the control unit, thus energizing the windshield
heaters.
When the windshield heat control switch is set to
low, 115 v., 400 Hz a.c. is supplied to the left and
right amplifiers in the windshield control unit and
to the windshield heat autotransformers. In this
condition, the transformers provide 121 v. a.c.
power to the windshield heating current bus bars
through the windshield control unit relays. The sen-
sing elements in the windshield operate in the same
manner as described for high-heat operation to
maintain proper windshield temperature control.
The temperature control unit contains two her-
metically sealed relays and two three-stage elec-
tronic amplifiers. The unit is calibrated to maintain
a windshield temperature of 40 - 49 C.
(105 - 120 F. j . The sensing element in each wind-
shield panel has a positive temperature coefficient of
resistance and forms one leg of a bridge which
controls the flow of current in its associated ampli-
300
Right windshield
heat transformer
Right windshield
heat
n-f?
Amplifier (right )
AI
-L-
1
I-
------------7
1OV AC 4&,
output
Input
I
115v
L---------
-,
I
R3
i
R2
AmDhfier (left )
L-T
-A---A-1
1OV AC 4 !
I I
1
Left windshield
heat
1 i
I IN
- -
; -
Corn Ll
(
115v 400%
(200;) L2 (
Left windshield
(218V) R3 <
/,
heat transformer
(228V3 R2
Left windshield
(238V3 Rl
k;z windshield
i -
4 -
F -
III
CR2 -
L
Sensing element
Windshield heat
control
High
Windshield heat
n-
L
I3
control switch
IA
I--
115v. 400%
0;
$lJ-
Low
FIGURE 7-14. Windshield temperature control circuit.
fier. The final stage of the amplifier controls the
hermetically sealed relay which provides a.c. power
to the windshield heating current bus bars. When
the windshield temperature is above calibrated
value, the sensing elements will have a higher resist-
ance value than that needed to balance the bridge.
This decreases the flow of current through the am-
plifiers and the relays of the control unit are de-en-
ergized. As the temperature of the windshield drops,
the resistance value of the sensing elements also
drops and the current through the amplifiers will
again reach sufficient magnitude to operate the re-
lays in the control unit, thus energizing the circuit.
There are several problems associated with elec-
trically heated windshields. These include delamina-
tion, scratches, arcing, and discoloration.
Delamination (separation of the plies) although
undesirable, is not harmful structurally provided it
is within the limits established by the aircraft man-
ufacturer, and is not in an area where it affects the
optical qualities of the panel.
Arcing in a windshield panel usually indicates
that there is a breakdown in the conductive coating.
Where chips or minute surface cracks are formed in
the glass plies, simultaneous release of surface com-
pression and internal tension stresses in the highly
tempered glass can result in the edges of the crack
and the conductive coating parting slightly. Arcing
is produced where the current jumps this gap, par-
ticularly where these cracks are parallel to the win-
dow bus bars. Where arcing exists, there is invaria-
bly a certain amount of local overheating which,
depending upon its severity and location, can cause
further damage to the panel. Arcing in the vicinity
of a temperature-sensing element is a particular
problem since it could upset the heat control system.
Electrically heated windshields are transparent to
directly transmitted light hut they have a distinctive
color when viewed by reflected light. This color will
vary from light blue, yellow tints, and light pink
depending upon the manufacturer of the window
panel. Normally, discoloration is not a problem un-
less it affects the optical qualities.
Windshield scratches are more prevalent on the
outer glass ply where the windshield wipers are
indirectly the cause of this problem. Any grit
trapped by a wiper blade can convert it into an
extremely effective glass cutter when the wiper is set
in motion. The best solution to scratches on the
windshield is a preventive one; clean the windshield
wiper blades as frequently as possible. Incidentally,
windshield wipers should never be operated on a
dry panel, since this increases the chances of dam-
aging ,the surface.
Assuming that visibility is not adversely affected,
scratches or nicks in the glass plies are allowed
within the limitations set forth in the appropriate
service or maintenance manuals. Attempting to im-
prove visibility by polishing out nicks and scratches
is not recommended. This is because of the unpred-
ictable nature of the residual stress concentrations
set up during the manufacture of tempered glass.
Tempered glass is stronger than ordinary annealed
glass due to the compression stresses in the glass
surface which have to he overcome before failure
can occur from tension stresses in the core. Polish-
ing away any appreciable surface layer can destroy
this balance of internal stresses and can even result
in immediate failure of the glass.
Determining the depth of scratches has always
presented some difliculty. An optical micrometer can
be used for this purpose. It is essentially a micro-
scope supported on small legs rather than the more
familiar solid base mounting. When focused on any
particular spot, the focal length of the lens (dis-
tance from the lens to the object) can be read from
a micrometer scale on the barrel of the instrument.
The depth of a scratch or fissure in a windshield
panel, for example, can thus be determined by ob-
taining focal length readings to the surface of the
glass and to the bottom of the scratch. The differ-
ence between these two readings gives the depth of
the scratch. The optical micrometer can be used on
flat, convex, and concave surfaces of panels whether
they are installed on the aircraft or not.
Window Defrost System
The window defrost system directs heated air
from the cabin heating system (or from an auxil-
iary heater, depending on the aircraft) to the pilots
and copilots windshield and side windows by
means of a series of ducts and outlets. In warm
weather when heated air is not needed for defrost-
ing, the system can be used to defog the windows.
This is done by blowing ambient air on the win-
dows using the blowers.
Windshield and Carburetor Alcohol Deicing Sys-
tems
An alcohol deicing system is provided on some
aircraft to remove ice from the windshield and the
carburetor. Figure 7-15 illustrates a typical two-en-
gine system in which three deicing pumps (one for
each carburetor and one for the windshield) are
used. Fluid from the alcohol supply tank is con-
302
trolled by a solenoid valve which is energized when
any of the alcohol pumps are on. Alcohol flow from
the solenoid valve is filtered and directed to the
alcohol pumps and distributed through a system of
plumbing lines to the carburetors and windshield.
5A
FIGURC 7-15. Cnrlxtretor and windshield deicing system.
Toggle switches control the operation of the car-
buretor alcohol pumps. When the switches are
placed in the on position, the alcohol pumps are
turned on and the solenoid-operated alcohol shutoff
valve is opened. Operation of the windshield deicer
pump and the solenoid-operated alcohol shutoff
valve is controlled by a rheostat-type switch, located
in the pilots station. When the rheostat is moved
away from the OF position, the shutoff valve is
opened and the alcohol pump will pump fluid to the
windshield at the rate selected by the rheostat.
When the rheostat is returned to the off position,
the shutoff valve closes and the pump stops opera-
ting.
Pitat lube Anti-king
To prevent the formation of ice over the opening
in the pitot tube, a built-in electric heating element
is provided. A switch, located in the cockpit, con-
trols power to the heater. Use caution when ground
checking the pitot tube since the heater must not be
operated for long periods unless the aircraft is in
flight. Additional information concerning pitot
tubes is found in Chapter 2 of this handbook,
Aircraft Instrument Systems.
Heating elements should be checked for function-
ing by ensuring that the pitot head begins to warm
up when power is applied. If an ammeter or load-
meter is installed in the circuit, the heater operation
can be verified by noting the current consumption
when the heater is turned on.
WATER AN&D TOILET DRAIN HEATERS
Heaters are provided for toilet drain lines, water
lines, drain masts, and waste water drains when
they are located in an area that is subjected to
fleezing temperatures in flight. The types of heaters
used are integrally heated hoses, ribbon, blanket, or
patch heaters that wrap around the lines, and gas-
ket heaters (see figure 7-16). Thermostats are pro-
vided in heater circuits where excessive heating is
undesirable or to reduce power consumption. The
heaters have a low voltage output and continuous
operation will not cause overheating.
RAIN ELIMINATING SYSTEMS
When rain forms on a windshield during flight, it
becomes a hazard and must be eliminated. To pro-
vide a clear windshield, rain is eliminated by wip
ing it off or blowing it off. A third method of rain
removal involves chemical rain repellants. Rain is
blown from the windshield of some aircraft by air
from jet nozzles located beneath the windshield. On
other aircraft, windshield wipers are used to elimi-
nate the rain. The windshield wipers of an aircraft
accomplish the same function as those of an auto-
mobile. In each instance, rubber blades wipe across
the windshield to remove rain and slushy ice.
Electrical Windshield Wiper Systems
In an electrical windshield wiper system, the
wiper blades are driven by an electric motor(s)
which receive(s) power from the aircrafts electrical
system. On some aircraft the pilots and copilots
windshield wipers are operated by separate systems
to ensure that clear vision is maintained through
one of the windows should one system fail.
Figure 7-17 shows a typical electrical windshield
wiper installation. An electrically operated wiper is
installed on each windshield panel. Each wiper is
driven by a motor-converter assembly. The convert-
ers change the rotary motion of the motor to recip
rotating motion to operate the wiper arms. A shaft
protruding from tbe assembly provides an attuch-
ment for the wiper arm.
303
Typical integrally heated hose
Waterline heater
patch type
/
Ribbon heater
FIGURE 7-16. Typical water and drain line heaters.
The windshield wiper is controlled by setting the
wiper control switch to the desired wiper speed.
When the high position is selected (figure 7-18))
relays 1 and 2 are energized. With both relays
energized, field 1 and field 2 are energized in paral-
lel. The circuit is completed and the motors operate
at an approximate speed of 250 strokes per minute.
When the low position is selected, relay 1 is ener-
gized. This causes field 1 and field 2 to be energized
in series. The motor then operates at approximately
160 strokes per minute. Setting the switch to the
0fY position, allows the relay contacts to return to
their normal positions. However, the wiper motor
will continue to run until the wiper arm reaches the
park position. When both relays are open and the
park switch is closed, the excitation to the motor is
reversed. This causes the wiper to move off the
lower edge of the windshield, opening the cam-oper-
ated park switch. This de-energizes the motor and
releases the brake solenoid applying the brake. This
ensures that the motor will not coast and re-close
the park switch.
Hydraulic Windshield Wiper Systems
Hydraulic windshield wipers are driven by pres-
sure from the aircrafts main hydraulic system. Fig
ure 7-19 shows the components making up a repre-
sentative hydraulic windshield wiper system.
304
PILOT S OVERHEAD PANEL
Parked oosition
Motor converter
The speed control valve is used to start, stop, and
flow of fluid to the control unit, and ther&re the
control the operating speed of the windshield wip-
speed of the windshield wipers.
em. The speed control valve is a type of variable
The control unit directs the flow of hydraulic
restnctor. Turning the handle of this valve counter-
fluid to the wiper actuators and returns fluid dis-
clockwise increases the size of the fluid opening, the
charged from the actuators to the main hydraulic
L
\\in
I I
----
dshield control module
r ------ -----__
- RF1 Filter
----- -----------___
Relay
t t
High LOW
L ---- ---- --__ ----------A
Left wmd\hwtd wiper motor
FIGURI: 7-18. Windshield wiper circuit diagram.
Speed control valve
-
From main
hydraulic
7-
Return
Control
Unit
line
system
FIGURE 7-19. Hydrardic windshield wiper crhematic.
system. The control unit also alternates the direc-
tion of hydraulic fluid flow to each of the two wiper
actuators. The wiper actuators convert hydraulic
energy into reciprocating motion to drive the wiper
arms back and forth.
Figure 7-20 shows the construction and the
plumbing of the actuators. Notice that each actuator
consists of a two-port housing, a piston rack, and a
pinion gear. The teeth of the pinion gear mesh with
those on the piston rack. Thus, whenever pressur-
ized fluid enters the actuator and moves the piston
rack, the pinion gear is rotated a fraction of a turn.
Since the pinion gear connects through a shaft to
the wiper blade, the blade rotates through an arc.
Notice that one line from the control unit connects
to port No. 1 of actuator A, while the other line
connects to port No. 4 of actuator B. Notice, tot
that a line connects ports No. 2 and No. 3 of ti-
actuators.
Turning on the speed control valve allows fluid to
flow from the main hydraulic system into the con-
trol unit, which directs pressure first into one line
and then into the other. When line No. 1 is placed
under pressure, fluid flows into port No. 1 and into
the chamber at the left of actuator A. This drives
tbe piston rack to the right, causing the pinion and
wiper blade to rotate through a counterclockwise
arc. As tbe piston rack moves to the right, it forces
fluid in the right chamber of actuator A to move
out port No. 2, through the connecting line to port
No. 3 and into actuator B. This causes the piston
rack in actuator B to move to the right, causing its
pinion and wiper blade to rotate counterclockwise.
As the piston rack moves to the right, it forces fluid
in the right chamber of actuator B to move out of
306
Code
. -_ .--_ Pressure
I Return
port No. 4, into line No. 2, through the control
unit, and into the hydraulic system return line.
When line No. 2 is pressurized by fluid from the
control unit, the Cow of fluid and the action of the
actuators are reversed.
Pneumatic Rain Removal Systems
Windshield wipers characteristically have two
basic problem areas. One is the tendency of the
slipstream aerodynamic forces to reduce the wiper
blade loading pressure on the window, causing inef-
fective wiping or streaking. The other is in achiev-
ing fast enough wiper oscillation to keep up with
high rain impingement rates during heavy rain
falls. As a result, most aircraft wiper systems fail to
provide satisfactory vision in heavy rain.
With the advent of turbine-powered aircraft, the
pneumatic rain removal system became feasible.
This method uses high pressure, high temperature
engine compressor bleed air which is blown across
the windshields (figure 7-21). The air blast forms
a barrier that prevents raindrops from striking the
windshield surface.
Windshield Rain Repellant
When water is poured onto clean glass, it spreads
out evenly. Even when the glass is held at a steep
angle or subjected to air velocity, the glass remains
wetted by a thin film of water.
However, when glass is treated with certain
chemicals, a transparent film is formed which
causes the water to behave very much like mercury
on glass. The water draws up into beads which
cover only a portion of the glass and the area
between beads is dry. The water is readily removed
from the glass.
This principle lends itself quite naturally to re-
moving rain from aircraft windshields. The high
velocity slipstream continually removes the water
beads, leaving a large part of the window dry.
FIGURE 7-20. Windshield wiper actuators.
\
\
)
-_- --
/
I
I
r
I
I
I
II
FIGURE 7-21. Typical pneumatic rain removal system.
A rain repellant system permits application of the
chemical repellant by a switch or push button in the
cockpit. The proper amount of repellant is applied
regardless of how long the switch is held. The repel-
lant is marketed in pressurized disposable cans
which screw into the aircraft system and provide
the propelling force for application. Actuating the
control switch opens an electrically-operated sole-
noid valve which allows repellant to flow to the
discharge nozzles. The liquid repellant is squirted
307
onto the exterior of the windshield and uses the
rain itself as the carrying agent to distribute the
chemicals over the windshield surface.
The rain repellant system should not be operated
on dry windows because heavy undiluted repellant
will restrict window visibility. Should the system be
operated inadvertently, do not operate the wind-
shield wipers or rain clearing system as this tends
to increase smearing. Also the rain repellant resi-
dues caused by application in dry weather .or very
light rain can cause staining or minor corrosion of
the aircraft skin. To prevent this, any concentrated
repellant or residue should be removed by a thor-
ough fresh-water rinse at the earliest opportunity.
After application, the repellant film slowly deteri-
orates with continuing rain impingement. This
makes periodic re-application necessary. The length
of time between applications depends upon rain in-
tensity, the type of repellant used, and whether
windshield wipers are in use.
MAINTENANCE OF RAIN ELIMINATING SYSTEMS
Windshield Wiper Systems
Maintenance performed on windshield wiper sys-
tems consists of operational checks, adjustments,
and troubleshooting.
An operational check should be performed when-
ever a system component is replaced or whenever
the system is suspected of not working properly.
During the check, make sure that the windshield
area covered by the wipers is free of foreign matter
and is kept wet with water.
Adjustment of a windshield wiper system consists
of adjusting the wiper blade tension, the angle at
which the blade sweeps across the windshield, and
proper parking of the wiper blades. Figure 7-22
illustrates the adjustment points on a typical wiper
blade installation.
One adjustment is that of the tie rod length. The
tie rod length adjustment nut is shown in figure
7-22. The tie rod connects the wiper blade holder
to a pivot bolt next to the drive shaft. With the
drive arm and the tie rod connected to the wiper
blade holder, a. parallelogram linkage is formed be-
tween the wiper blade holder and the wiper con-
verter. This linkage permits the wiper blade to re-
main parallel to the windshield posts during its
travel from one side of the windshield to the other.
Pivot bolt -/
L-Mounting plate
FIGURE 7-22. Adjustment of windshield wiper components.
The length of the tie rod may be adjusted to vary
the angle at which the wiper blade sweeps across
the windshield.
Another adjustment is that which is required for
proper parking of the windshield wiper blades.
When they are not operating, the wiper blades
should move to a position where they will not inter-
fere with vision. If the wipers do not park as they
should, the cam which actuates the microswitch on
the converter can be adjusted.
The other adjustment to be made is that of the
windshield wiper spring tension. To make the ad-
justment, place a lightweight spring scale under the
drive arm at its point of attachment to the wiper
blade, and lift the scale up at a 90 angle to the
drive, to a point at which the blade is just ready to
leave the glass. (If tension is properly adjusted, the
spring scale should indicate between 5 and 6 lbs.)
If the scale reading does not fall within this limit,
adjust the pressure adjustment nut shown in figure
7-22 until the proper tension is indicated on the
scale.
Pneumatic (Jet Blast) Systems
Maintenance of a jet blast system includes the
replacement of defective components, the checking
(by hand) of duct-to-valve connections for leakage,
and an operational checkout.
CHAPTER 8
HYDRAULIC AND PNEUMATIC POWER SYSTEMS
AIRCRAFT HYDRAULIC SYSTEMS
The word hydraulics is based on the Greek word
for water, and originally meant the study of the
physical behavior of water at rest and in motion.
Today the meaning has been expanded to include
the physical behavior of all liquids, including hy-
draulic fluid.
Hydraulic systems are not new to aviation. Early
aircraft had hydraulic brake systems. As aircraft
became more sophisticated newer systems with hy
draulic power were developed.
Although some aircraft manufacturers make
greater use of hydraulic systems than others, the
hydraulic system of the average modern aircraft
performs many functions. Among the units com-
monly operated by hydraulic systems are landing
gear, wing flaps, speed and wheel brakes, and flight
control surfaces.
Hydraulic systems have many advantages as a
power source for operating various aircraft units.
Hydraulic systems combine the advantages of light
weight, ease of installation, simplification of inspec-
tion, and minimum maintenance requirements. Hy
draulic operations are also almost 100% efficient,
with only a negligible loss due to fluid friction.
All hydraulic systems are essentially the same,
regardless of their function. Regardless of applica-
tion, each hydraulic system has a minimum number
of components, and some type of hydraulic fluid.
HYDRAULIC FLUID
Hydraulic system liquids are used primarily to
transmit and distribute forces to various units to be
actuated. Liquids are able to do this because they
are almost incompressible. Pascals Law states that
pressure applied to any part of a confined liquid is
transmitted with undiminished intensity to every
other part. Thus, if a number of passages exist in
a system, pressure can be distributed through all of
them by means of the liquid.
Manufacturers of hydraulic devices usually spec-
ify the type of liquid best suited for use with their
equipment, in view of the working conditions, the
service required, temperatures expected inside and
outside the systems, pressures the liquid must with-
stand, the possibilities of corrosion, and other con-
ditions that must be considered.
If incompressibility and fluidity were the only
qualities required, any liquid not too thick might be
used in a hydraulic system. But a satisfactory liquid
for a particular installation must possess a number
of other properties. Some of the properties and
characteristics that must be considered when select-
ing a satisfactory liquid for a particular system are
discussed in the following paragraphs.
Viscosity
One of the most important properties of any hy-
draulic fluid is its viscosity. Viscosity is internal
resistance to flow. A liquid such as gasoline flows
easily (has a low viscosity) while a liquid such as
tar flows slowly (has a high viscosity). Viscosity
increases with temperature decreases.
A satisfactory liquid for a given hydraulic system
must have enough body to give a good seal at
pumps, valves, and pistons; but it must not be so
thick that it offers resistance to flow, leading to
power loss and higher operating temperatures.
These factors will add to the load and to excessive
wear of parts. A fluid that is too thin will also lead
to rapid wear of moving parts, or of parts which
have heavy loads.
The viscosity of a liquid is measured with a
viscosimeter or viscometer. There are several types,
but the instrument most often used by engineers in
the U.S. is the Saybolt universal viscosimeter
(figure 8-l). This instrument measures the number
of seconds it takes for a fixed quantity of liquid
(60 cc. (cubic centimeters) ) to flow through a small
orifice of standard length and diameter at a specific
temperature. This time of flow is taken in seconds,
and the viscosity reading is expressed as SSU (sec-
onds, Saybolt universal). For example, a certain
liquid might have a viscosity of 80 SSU at 130 F.
309
Heating unit Thermometer
FIGURE 8-l. Saybolt viscoaimeter.
Chemical Stability
Chemical stability is another property which is
exceedingly important in selecting a hydraulic liq
uid. It is the liquids ability to resist oxidation and
deterioration for long periods. All liquids tend to
undergo unfavorable chemical changes under severe
operating conditions. This is the case, for example,
when a system operates for a considerable period of
time at high temperatures.
Excessive temperatures have a great effect on the
life of a liquid. It should be noted that the tempera-
ture of the liquid in the reservoir of an operating
hydraulic system does not always represent a true
state of operating conditions. Localized hot spots
occur on bearings, gear teeth, or at the point where
liquid under pressure is forced through a small
orifice. Continuous passage of a liquid through
these points may produce local temperatures high
enough to carbonize or sludge the liquid, yet the
liquid in the reservoir may not indicate an exces-
sively high temperature. Liquids with a high viscos-
ity have a greater resistance to heat than light or
low viscosity liquids which have been derived from
the same source. The average hydraulic liquid has a
low viscosity. Fortunately, there is a wide choice of
liquids available for use within the viscosity range
required of hydraulic liquids.
Liquids may break down if exposed to air, water,
salt, or other impurities, especially if they are in
cnnstant motion or subject to heat. Some metals,
such as zinc, lead, brass, and copper, have an unde-
sirable chemical reaction on certain liquids.
These chemical processes result in the formation
of sludge, gums, and carbon or other deposits
which clog openings, cause valves and pistons to
stick or leak, and give poor lubrication to moving
parts. As soon as small amounts of sludge or other
deposits are formed, the rate of formation generally
increases more rapidly. As they are formed, certain
changes in the physical and chemical properties of
the liquid take place. The liquid usually becomes
darker in color, higher in viscosity, and acids are
formed.
Flash Point
Flash point is the temperature at which a liquid
gives off vapor in sufficient quantity to ignite mo-
mentarily or flash when a flame is applied. A high
flash point is desirable for hydraulic liquids be-
cause it indicates good resistance to combustion and
a low degree of evaporation at normal temperatures.
Fire Point
Fire point is the temperature at which a sub-
stance gives off vapor in sufficient quantity to ignite
and continue to burn when exposed to a spark or
flame. Like flash point, a high fire point is required
of desirable hydraulic liquids.
TYPES OF HYDRAULIC FLUIDS
To assure proper system operation and to avoid
damage to non-metallic components of the hy-
draulic system, the correct fluid must be used.
When adding fluid to a system, use the type
specified in the aircraft manufacturers maintenance
manual or on the instruction plate affixed to the
reservoir or unit being serviced.
There are three types of hydraulic fluids cur-
rently being used in civil aircraft.
Vegetable Base Hydraulic Fluid
Vegetable base hydraulic fluid (MIL-H-7644)
is composed essentially of caster oil and alcohol.
It has a pungent alcoholic odor and is generally
dyed blue. Although it has a similar composition
to automotive type hydraulic fluid, it is not inter-
changeable. This fluid is used primarily in older
type aircraft. Natural rubber seals are used with
vegetable base hydraulic fluid. If it is contami-
nated with petroleum base or phosphate ester base
fluids, the seals will swell, break down and block
the system. This type fluid is flammable.
310
Mineral Base Hydraulic Fluid
Mineral base hydraulic fluid (MIL-H-5606) is
processed from petroleum. It has an odor similar
to penetrating oil and is dyed red. Synthetic rub-
ber seals are used with petroleum base fluids. Do
not mix with vegetable base or phosphate ester
base hydraulic fluids. This type fluid is flammable
PHOSPHATE ESTER BASE FLUIDS
Non-petroleum base hydraulic fluids were intro.
duced in 1948 to provide a fire-resistant hydraulic
fluid for use in high performance piston engines
and turboprop aircraft.
These fluids were fire-resistance tested by being
sprayed through a welding torch flame (6OOOO ) .
There was no burning, but only occasional flashes
of fire. These and other tests proved non-petroleum
base fluids (Skydrol @ ) would not support corn-
bustion. Even though they might flash at exceed-
ingly high temperatures, Skydrol @ fluids could
not spread a fire because burning was localized at
the source of heat. Once the heat source was re-
moved or the fluid flowed away from the source,
no further flashing or burning occurred.
Several types of phosphate ester base (Sky-
drol @ ) hydraulic fluids have been discontinued.
Currently used in aircraft are Skydrol @ 500B-
a clear purple liquid having good low temperature
operating characteristics and low corrosive si,de
effects; and, Skydrol @ LD-a clear purple low
weight fluid formulated for use in large and jumbo
jet transport aircraft where weight is a prime
factor.
Intermixing of Fluids
Due to the difference in composition, vegetable
base, petroleum base and phosphate ester fluids
will not mix. Neither are the seals for any one
fluid useable with or tolerant of any of the other
fluids. Should an aircraft hydraulic system be
serviced with the wrong type fluid, immediately
drain and flush the system and maintain the seals
according to the manufacturers specifications.
Compatibility With Aircraft Materials
Aircraft hydraulic systems designed around
Skydrol @ fluids should be virtually trouble-free if
properly serviced. Skydrol @ does not appre-
ciably affect common aircraft metals-aluminum,
silver, zinc, magnesium, cadmium, iron, stainless
steel, bronze, chromium, and others-as long as
the fluids are kept free of contamination.
Due to the phosphate ester base of Skydrol @
fluids, thermoplastic resins, including vinyl compo-
sitions, nitrocellulose lacquers, oil base paints,
linoleum and asphalt may be softened chemically by
Skydrol @ fluids. However, this chemical action
usually requires longer than just momentary expo-
sure ; and spills that are wiped up with soap and
water do not harm most of these materials.
Paints which are Skydrol @ resistant include
epoxies and polyurethanes. Today polyurethanes
are the standard of the aircraft industry because
of their ability to keep a bright, shiny finish for
long periods of time and for the ease with which
they can be removed.
Skydrol @ is a re istered trademark of Monsanto
Company. Skydrol
6 fluid is compatible with nat-
ural fibers and with a number of synthetics, in-
cluding nylon and polyester, which are used
extensively in most aircraft.
Petroleum oil hydraulic system seals of neoprene
or Buna-S are not compatible with Skydrol @
and must bta replaced with seals of butyl rubber
or ethylene-propylene elastomers. These seals are
readily available from any suppliers.
Health and Handling
Skydrol @ fluid d oes not present any particular
health hazard in its recommended use. Skydrol @
fluid has a very low order of toxicity when taken
orally or applied to the skin in liquid form. It
causes pain on contact with eye tissue, but animal
studies and human experience indicate Skydrol @
fluid causes no permanent damage. First aid
treatment for eye contact includes flushing the eyes
immediately with large volumes of water and the
application of any anesthetic eye solution. If pain
persists, the individual should be referred to a
physician.
In mist or fog form, Skydrol @ is quite irri-
tating to nasal or respiratory passages and gen-
erally produces coughing and sneezing. Such
irritation does not persist following cessation of
exposure.
Silicone ointments, rubber gloves, and careful
washing procedures should be utilized to avoid
excessive repeated contact with Skydrol @ in
order to avoid solvent effect on skin.
Hydraulic Fluid Contamination
Experience has shown that trouble in a hydraulic
system is inevitable whenever the liquid is allowed
to become contaminated. The nature of the trouble,
whether a simple malfunction or the complete de-
struction of a component, depends to some extent
on the type of contaminant.
Two general contaminants are:
(1) Abrasives, including such particles as core
sand, weld spatter, machining chips, and
rust.
311
(2) Nonabrasives, including those resulting
from oil oxidation, and soft particles worn
or shredded from seals and other organic
components.
Contamination Check
Whenever it is suspected that a hydraulic system
has become contaminated, or the system has been
operated at temperatures in excess of the specified
maximum, a check of the system should be made.
The filters in most hydraulic systems are designed
to remove most foreign particles that are visible to
the naked eye. Hydraulic liquid which appears clean
to the naked eye may be contaminated to the point
that it is unfit for use.
Thus, visual inspection of the hydraulic liquid
does not determine the total amount of contamina-
tion in the system. Large particles of impurities in
the hydraulic system are indications that one or
more components in the system are being subjected
to excessive wear. Isolating the defective component
requires a systematic process of elimination. Fluid
returned to the reservoir may contain impurities
from any part of the system. To determine which
component is defective, liquid samples should be
taken from the reservoir and various other locations
in the system.
Samples should be taken in accordance with the
applicable manufacturers ihstructions for a particu-
lar hydraulic system. Some hydraulic systems are
equipped with permanently installed bleed valves
for taking liquid samples, whereas on other systems,
lines must be disconnected to provide a place to
take a sample. In either case, while the fluid is
being taken, a small amount of pressure should be
applied to the system. This ensures that the liquid
will flow out of the sampling point and thus prevent
Fluid sample bottle
Filter paper
Gooch crucible
Rubber crucible holder
1 To vacuum pump
Reference filter patch
FIGURE 8-2. Contamination test kit.
312
Polyethylene
washing bottle
/
dirt from entering the hydraulic system. Some con-
tamination test kits have hypodermic syringes for
taking samples.
Various test procedures are used to determine the
contamination level in hydraulic liquids. The filter
patch test provides a reasonable idea of the condi-
tion of the fluid. This test consists basically of
filtration of a sample of hydraulic system liquid
through a special filter paper. This filter paper
darkens in degree in relation to the amount of
contamination present in the sample, and is com-
pared to a series of standardized filter disks which,
by degree of darkening, indicate the various con-
tamination levels. The equipment provided with one
type of contamination test kit is illustrated in figure
8-2.
When using this type of contamination test kit,
the liquid samples should be poured through the
filter paper, and the test filter paper should be com-
pared with the test patches supplied with the test
kit. More expensive test kits have a microscope for
making this comparison.
To check liquid for decomposition, pour new hy
draulic liquid into a sample bottle of the same size
and color as the bottle containing the liquid to be
checked. Visually compare the color of the two bot-
tles. Liquid which is decomposed will be darker in
color.
At the same time the contamination check is
made, it may be necessary to make a chemical test.
This test consists of a viscosity check, a moisture
check, and a flash point check. However, since spe-
cial equipment is required for these checks, the
liquid samples must be sent to a laboratory, where a
technician will perform the test.
Contamination Control
Filters provide adequate control of the contami-
nation problem during all normal hydraulic system
operations. Control of the size and amount of con-
tamination entering the system from any other
source is the responsibility of the people who serv-
ice and maintain the equipment. Therefore, precau-
tions should be taken to minimize contamination
during maintenance, repair, and service operations.
Should the system become contaminated, the filter
element should be removed and cleaned or replaced.
As an aid in controlling contamination, the fol-
lowing maintenance and servicing procedures
should be followed at all times:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
FILTERS
Maintain all tools and the work area
(workbenches and test equipment) in a
clean, dirt-free condition.
A suitable container should always be pro-
vided to receive the hydraulic liquid that
is spilled during component removal or
disassembly procedures.
Before disconnecting hydraulic lines or fit-
tings, clean the affected area with dry
cleaning solvent.
All hydraulic lines and fittings should be
capped or plugged immediately after dis-
connecting.
Before assembly of any hydraulic compo-
nents, wash all parts in an approved dry
cleaning solvent.
After cleaning the parts in the dry clean-
ing solution, dry the parts thoroughly and
lubricate them with the recommended pre-
servative or hydraulic liquid before assem-
bly. Use only clean, lint-free cloths to
wipe or dry the component parts.
All seals and gaskets should be replaced
during the re-assembly procedure. Use
only those seals and gaskets recommended
by the manufacturer.
All parts should be connected with care to
avoid stripping metal slivers from
threaded areas. All fittings and lines
should be installed and torqued in accord-
ance with applicable technical instruc-
tions.
All hydraulic servicing equipment should
be kept clean and in good operating con-
dition.
A filter is a screening or straining device used
to clean the hydraulic fluid, thus preventing for-
eign particles and contaminating substances from
remaining in the system. If such objectionable
material is not removed, it may cause the entire
hydraulic system of the aircraft to fail through the
breakdown or malfunctioning of a single unit of
the system.
The hydraulic fluid holds in suspension tiny par-
ticles of metal that are deposited during the normal
wear of selector valves, pumps, and other system
components. Such minute particles of metal may
injure the units and parts through which they pass
if they are not removed by a filter. Since toler-
ances within the hydraulic system components are
quite small, it is apparent that the reliability and
efficiency of the entire system depends upon ade-
quate filtering.
Filters may be located within the reservoir, in
the pressure line, in the return line, or in any
other location where the designer of the system
decides that they are needed to safeguard the hy-
draulic system against impurities.
There are many models and styles of filters.
Their position in the aircraft and design require-
ments determine their shape and size.
Most filters used in modern aircraft are of
the inline type. The inline filter assembly is com-
prised of three basic units: head assembly, bowl,
and element. The head assembly is that part
which is secured to the aircraft structure and con-
necting lines. Within the head there is a bypass
valve which routes the hydraulic fluid directly
from the inlet to the outlet port if the filter element
becomes clogged with foreign matter. The bowl
is the housing which holds the element to the filter
head and is that part which is removed when ele-
ment removal is required.
The element may be either a micronic, porous
metal, or magnetic type. The micronic element is
made of a specially treated paper and is normally
thrown away when removed. The porous metal
and magnetic filter elements are designed to be
cleaned by various methods and replaced in the
system.
Micronic Type Filters
A typical micronic type filter is shown in figure
8-3. This filter utilizes an element made of spe-
cially treated paper which is formed in vertical
convolutions (wrinkles) . An internal spring holds
the elements in shape.
The micronic element is ,designed to prevent the
passage of solids greater than 10 microns (0.000394
inch) in size (figure 8-4). In the event that the
filter element becomes clogged, the spring loaded
relief valve in the filter head will bypass the fluid
after a differential pressure of 50 p.s.i. has been
built up.
Hydraulic fluid enters the filter through the inlet
port in the filter body and flows around the element
inside the bowl. Filtering takes place as the fluid
passes through the element into the hollow core,
leaving the foreign material on the outside of the
element.
Maintenance of Filters
Maintenance of filters is relatively easy. It
.
mainly involves cleaning the filter and element or
cleaning the filter and replacing the element.
BYPASS RELIEF
VALVE (50 PSI)
FIGURE 8-3. Hydraulic filter, micronic type.
HUMAN HAIR IS AB.OUT
100 MICRONS IN
0
0
0
40-MICRON IO-MICRON 5-MICRON
I
PARTICLE PARTICLE PARTICLE
I
VICRONWN)
FIGURE 8-4. Enlargement of small particles.
Filters using the micronic-type element should have
the element replaced periodically according to ap-
plicable instructions. Since reservoir filters are of
the micronic type, they must also be periodically
changed or cleaned. Filters using other than
314
the micronic-type element, cleaning the filter and
element is usually all that is necessary. However,
the element should be inspected very closely to
insure that it is completely undamaged. The
methods and materials used in cleaning all filters
are too numerous to mention. Consult the manu-
facturers instructions for this information.
Some hydraulic filters have been equipped with
an indicator pin that will visually indicate a
clogged element. When this pin protrudes from
the filter housing, the element should be removed
and cleaned; also, the fluid downstream of the
filter should be checked for contamination and
flushed if required. All remaining filters should
be checked for contamination and cleaned (if re-
quired) to determine the cause of contamination.
BASIC HYDRAULIC SYSTEM
Regardless of its function and design, every hy-
draulic system has a minimum number of basic
components in addition to a means through which
the fluid is transmitted.
Hand Pump System
Figure 8-5 shows a basic hydraulic system.
The first of the basic components, the reservoir,
stores the supply of hydraulic fluid for operation
of the system. It replenishes the system fluid
when needed, provides room for thermal expansion,
and in some systems provides a means for bleeding
air from the system.
A pump is necessary to create a flow of fluid.
The pump shown in figure 8-5 is hand operated;
however, aircraft systems are, in most instances
equipped with engine-driven or electric motor-
driven pumps.
The selector valve is used to direct the flow of
fluid. These valves are normally actuated by sole-
noids or manually operated, either directly or in-
directly through use of mechanical linkage. An
actuating cylinder converts fluid pressure into use-
ful work by linear or reciprocating mechanical
motion, whereas a motor converts fluid pressure
into useful work by rotary mechanical motion.
The flow of hydraulic fluid can be traced from
the reservoir through the pump to the selector
valve in figure 8-5. With the selector valve in the
position shown, the hydraulic fluid flows through
the selector valve to the right-hand end of the
actuating cylinder. Fluid pressure then forces the
piston to the left, and at the same time the fluid
which is on the left side of the piston (figure 8-5)
is forced out, up through the selector valve, and
back to the reservoir through the return line.
When the selector valve is moved to the opposite
position, the fluid from the pump flows to the left
Reservoir
Actuatin/g unit
FIGURE 8-5. Basic hydraulic system with hand pump.
side of the actuating cylinder, thus reversing the
process. Movement of the piston can be stopped
at any time by moving the selector valve to neutral.
In this position, all four ports are closed and pres-
sure is trapped in both working lines.
Power Driven Pump System
Figure 8-6 shows a basic system with the addi-
tion of a power-driven pump and filter, pressure
regulator, accumulator, pressure gage, relief valve,
and two check valves. The function of each of
these components is described in the following
paragraphs.
The filter removes foreign particles from the
hydraulic fluid, preventing dust, grit, or other un-
desirable matter from entering the system.
The pressure regulator unloads or relieves the
power-driven pump when the desired pressure in
the system is reached. Thus, it is often referred
to as an unloading valve. When one of the actuat-
ing units is being operated and pressure in the line
between the pump and selector valve builds up to
the desired point, a valve in the pressure regulator
automatically opens and fluid is bypassed back to
the reservoir. This bypass line is shown in figure
8-6 leading from the pressure regulator to the
return line.
Many hydraulic systems do not use a pressure
regulator, but have other means of unloading the
315
pump and maintaining the desired pressure in the
system. These methods are described in this
chapter.
The accumulator (figure 8-6) serves a twofokd
purpose: (1) It acts as a cushion or shock absorber
by maintaining an even pressure in the system, and
(2) It stores enough fluid under pressure to pro-
vide for emergency operation of certain actuating
units. Accumulators are designed with a com-
pressed air chamber which is separated from the
fluid by a flexible diaphragm or movable piston.
The pressure gage (figure 8-6) indicates the
amount of hydraulic pressure in the system.
The relief valve is a safety valve installed in the
system to bypass fluid through the valve back to
the reservoir in case excessive pressure is built up
in the system.
The check valves allow the flow of fluid in one
direction only. Check valves are installed at
various points in the lines of all aircraft hydraulic
systems. In figure 8-4, one check valve prevents
power-pump pressure from entering the hand-pump
line; the other prevents hand-pump pressure from
b eing directed to the accumulator.
The units of a typical hydraulic system used
most commonly are discussed in detail in the fol-
lowing paragraphs. Not all models or types are
included, but examples of typical components are
used in all cases.
RESERVOIRS
There is a tendency to envision a reservoir as an
individual component; however, this is not always
true. There are two types of reservoirs and they
are:
(1) In-Line-this type has its own housing, is
complete within itself, and is connected
with other components in a system by tub-
ing or hose.
(2) Integral-this type has no housing of its
own but is merely a space set aside within
some major component to hold a supply of
operational fluid. A familiar example of
this type is the reserve fluid space found
within most automobile brake master cyl-
inders.
In an in-line reservoir (figure 8-7)) a space is
provided in the reservoir, above the normal level of
the fluid, for fluid expansion and the escape of
entrapped air. Reservoirs are never intentionally
filled to the top with fluid. Most reservoirs are
designed so the rim of the filler neck is somewhat
below the top of the reservoir to prevent over filling
during servicing. Most reservoirs are equipped with
1
I
c
1
I r
1. Reservoir 7. Hand pump
2. Power pump 8. Pressure gage
3. Filter 9. Relief valve
4. Pressure regulator 10. Selector valve
5. Accumulator 11. Actuating unit
6. Check valves
FIGURE 8-6. _ Basic hydraulic system with power pump
and other hydraulic components.
a dipstick or a glass sight gage by which fluid level
can be conveniently and accurately checked.
Reservoirs are either vented to the atmosphere or
closed to the atmosphere and pressurized. In vented
reservoirs, atmospheric pressure and gravity are the
forces which cause fluid to flow from the reservoir
316
Filler neck,
cap, and fasterwr
-Connection for
vent line 01
fr;surizing
i
Normal fluid level
-----------
, Class sight
gage
\
Connection
for return
line
FIGURE 8-7. Reservoir, in-line.
into the pump intake. On many aircraft, atmos-
pheric pressure is the principal force causing fluid
to flow to the pump intake. However, for some
aircraft, atmospheric pressure becomes too low to
supply the pump with adequate fluid, and the reser-
voirs must be pressurized.
There are several methods of pressurizing a res-
ervoir. Some systems use air pressure directly from
the aircraft cabin pressurization system; or from
the engine compressor in the case of turbine-pow-
ered aircraft. Another method used is an aspirator
or venturi-tee. In other systems an additional hy
draulic pump is installed in the supply line at the
reservoir outlet to supply fluid under pressure to
the main hydraulic pump.
Pressurizing with air is accomplished by forcing
air into the reservoir above the level of the fluid. In
most cases, the initial source of the air pressure is
the aircraft engine from which it is bled. Usually,
air coming directly from the engine is at a pressure
of approximately 100 p.s.i. This pressure is reduced
to between 5 and I5 p.s.i., depending upon the type
of hydraulic system, by using an air pressure regu
lator.
Reservoirs that are pressurized with hyrdaulic
fluid (figure 8-8) are constructed somewhat differ-
ently from reservoirs pressurized with air. A flexi-
ble, coated-fabric bag, called a bellowfram or dia-
phragm, is attached to the reservoir head. The bag
hangs inside a metal barrel to form a fluid con-
tainer. The bottom of the diaphragm rests on a
large piston. Attached to the large piston is an
indicator rod. The other end of the indicator rod is
machined to form a small piston which is exposed
to fluid pressure from the hydraulic pump. This
pressure forces the small piston upward, causing the
larger piston to move upward, thus producing a
reservoir pressure of approximately 30 to 32 p.s.i.
in normal operation. If the internal pressure should
exceed 46 p.s.i., the reservoir relief valve will open
allowing fluid to escape through the drilled head of
the valve retainer. This type of reservoir must be
completely filled with hydraulic fluid and have all
the air bled from it.
Reservoir Components
Baffles and/or fins are incorporated in most res-
ervoirs to keep the fluid within the reservoir from
Bleed valve
Bleeder hole
brain stud
FIGURE 8-8. Hydraulic reservoir pressurized with hydrau-
lic fluid.
317
having random movement such as vortexing (swirl-
ing) and surging. These conditions can cause fluid
to foam and air to enter the pump along with the
fluid.
Many reservoirs incorporate strainers in the filler
neck to prevent the entry of foreign matter during
servicing. These strainers are made of fine mesh
screening and are usually referred to as finger
strainers because of their shape. Finger strainers
should never be removed or punctured as a means
of speeding up the pouring of fluid into the reser-
voir.
Some reservoirs incorporate filter elements. They
may be used either to filter air before it enters the
reservoir or to filter fluid before it leaves the reser-
voir. A vent filter element, when used, is located in
the upper part of the reservoir, above the fluid
level. A fluid filter element, when used, is located at
or near the bottom of the reservoir. Fluid, as it
returns to the reservoir, surrounds the filter element
and flows through the wall of the element. This
leaves any fluid contaminant on the outside of the
filter element.
Reservoirs with filter elements incorporate a by-
pass valve normally held closed by a spring. The
bypass valve ensures that the pump will not be
starved of fluid if the filter element becomes
clogged. A clogged filter causes a partial vacuum to
develop and the spring-loaded bypass valve opens.
The filter element most commonly used in reservoirs
is the micronic type. These filter elements are made
of treated cellulose formed into accordion-like
pleats. The pleats expose the fluid to the maximum
amount of filter surface within a given amount of
space. These micronic elements are capable of re-
moving small particles of contamination.
Some aircraft have emergency hydraulic systems
that take over if main systems fail. In many such
systems, the pumps of both systems obtain fluid
from a single reservoir. Under such circumstances a
supply of fluid for the emergency pump is ensured
by drawing the hydraulic fluid from the bottom of
the reservoir. The main system draws its fluid
through a standpipe located at a higher level. With
this arrangement, adequate fluid is left for opera-
tion of the emergency system should the main sys-
tems fluid supply become depleted.
Double Action Hand Pumps
The double-action hydraulic hand pump is used
in some older aircraft and in a few newer systems
Inlet
POrt
Outlet
port
Piston O-ring
Check valve Piston rod
O&tine
FIGURE 8-9. Double-action hand pump.
as a backup unit. Double-action hand pumps pro-
duce fluid flow and pressure on each stroke of the
handle.
The double-action hand pump (figure 8-9) con-
sists essentially of a housing which has a cylinder
bore and two ports, a piston, two spring-loaded
check valves, and an operating handle. An O-ring
on the piston seals against leakage between the two
chambers of the piston cylinder bore. An O-ring in
a groove in the end of the pump housing seals
against leakage between the piston rod and housing.
Power-Driven Pumps
Many of the power-driven hydraulic pumps of
current aircraft are of variable-delivery, compensa-
tor-controlled type. There are some constant-
delivery pumps in use. Principles of operation are
the same for both types of pumps. Because of its
relative simplicity and ease of understanding, the
constant-delivery pump is used to describe the prin-
ciples of operation of power-driven pumps.
Constant-Delivery Pump
A constant-delivery pump, regardless of pump
r.p.m., forces a fixed or unvarying quantity of fluid
through the outlet port during each revolution of
the pump. Constant-delivery pumps are sometimes
called constant-volume or fixed-delivery pumps.
They deliver a fixed quantity of fluid per revolu-
tion, regardless of the pressure demands. Since the
constant-delivery pump provides a fixed quantity of
fluid during each revolution of the pump, the quan-
tity of fluid delivered per minute will depend upon
318
pump r.p.m. When a constant-delivery pump is used
in a hydraulic system in which the pressure must be
kept at a constant value, a pressure regulator is
required.
Variable-Delivery Pump
A variable-delivery pump has a fluid output that
is varied to meet the pressure demands of the sys-
tem by varying its fluid output. The pump output
is changed automatically by a pump compensator
within the pump.
Pumping Mechanisms
Various types of pumping mechanisms are used
in hydraulic pumps, such as gears, gerotors, vanes,
and pistons. The piston-type mechanism is com-
monly used in power-driven pumps because of its
durability and capability to develop high pressure.
In 3,000 p.s.i. hydraulic systems, piston-type pumps
are nearly always used.
Gear Type Pump
A gear-type power pump (figure 8-10) consists of
two meshed gears that revolve in a housing. The
driving gear is driven by the aircraft engine or
some other power unit. The driven gear meshes
with, and is driven by, the driving gear. Clearance
between the teeth as they mesh, and between the
teeth and the housing, is very small. The inlet port
of the pump is connected to the reservoir, and the
outlet port is connected to the pressure line. When
the driving gear turns in a counterclockwise direc-
tion, as shown in figure 8-10, it turns the driven
gear in a clockwise direction. As the gear teeth pass
the inlet port, fluid is trapped between the gear
teeth and the housing, and is then carried around
the housing to the outlet port.
Gerotor Type Pump
A gerotor-type power pump (figure 8-11) con-
sists essentially of a housing containing an eccen-
tric-shaped stationary liner, an internal gear rotor
having five wide teeth of short height, a spur driv-
ing gear having four narrow teeth, and a pump
cover which contains two crescent-shaped openings.
One opening extends into an inlet port, and the
other extends into an outlet port. The pump cover
as shown in figure 8-11 has its mating face turned
up to clearly show the crescent-shaped openings.
When the cover is turned over and properly in-
stalled on the pump housing, it will have its inlet
port on the left and the outlet port on the right.
During the operation of the pump, the gears turn
To outlet port Driving gear
\ /
Driven gear
To inlet port
FIGKRE 8-10. Gear-type power pump.
Cover
Spur driving gear
Outlet port Inlet port
Internal gear rotor
FIGCRE 8-11. Gerotor-type power pump.
clockwise. As the pockets on the left side of the
pump move from a lowermost position toward a
topmost position, the pockets increase in size
(figure 8-11) resulting in the production of a par-
tial vacuum within these pockets. As the pockets
open at the inlet port, fluid is drawn into them. AS
these same pockets (now full of fluid) rotate over to
the right side of the pump, moving from the top-
most position toward the lowermost position, they
decrease in size. This results in the fluid being
expelled from the pockets through the outlet port.
Vane Type Pump
The vane-type power pump (figure 8-12) consists
of a housing containing four vanes (blades), a hol-
low steel rotor with slots for the vanes, and a cou-
319
PI&; to turn the rotor. The rotor is positioned off
centtr within the sleeve. The vanes, which are
:ncur.ted in the slots in the rotor, together with the
rotor, divide the bore of the sleeve into four sec-
tions. As the rotor turns, each section, in turn,
passes one point where its volume is at a minimum,
and another point where its volume is at a maxi-
mum. The volume gradually increases from mini-
mum to maximum during one-half of a revolution,
and gradually decreases from maximum to minimum
during the second half of the revolution. As tbe
volume of a given section is increasing, that section
is connected to the pump inlet port through a slot
in the sleeve. Since a partial vacuum is produced by
the increase in volume of the section, fluid is drawn
into the section through the pump inlet port and the
slot in the sleeve. As the rotor turns through the
second half of the revolution, and the volume of the
given section is decreasing, fluid is displaced out of
the section, through the slot in the sleeve, through
the outlet port, and out of the pump.
Sleeve -
Vanes c
Rotor 0
Inlet port Outlet port
FIGURE 8-12. Vane-type power pump.
Piston Type Pump
The common features of design and operation
that are applicable to all piston-type hydraulic
pumps are described in the following paragraphs.
Piston-type power-driven pumps have flanged
mounting bases for tbe purpose of mounting the
pumps on the accessory drive cases of aircraft en-
gines and transmissions. A pump drive shaft, which
turns the mechanism, extends through the pump
housing slightly beyond the mounting base (figure
8-13).
Flanged
Inlet
PO*
FIGURE 8-13. Typical piston-type hydraulic pump.
Torque from the driving unit is transmitted to
the pump drive shaft by a drive coupling (figure
8-14). The drive coupling is a short shaft with a
set of male splines on both ends. The splines on one
end engage with female splines in a driving gear;
the splines on the other end engage with female
of drive coupling
FIGURE 8-14. Pump drive coupling.
FIGURE 8-15. Axial-piston pump mechanism
320
aplines in the pump drive shaft. Pump drive cow
plings are designed to serve as safety devices. The
shear section of the drive coupling, located midway
between the two sets of splines, is smaller m diame-
ter than the splines. If the pump becomes unusually
hard to turn or becomes jammed, this section will
shear, preventing damage to the pump or driving
unit.
The basic pumping mechanism of piston-type
pumps (figure 8%1.5) (onqtctc of a multiple-bore
cylinder block, a pxton ior each bore, and a valv-
ing arrangement for each bore. The purpose of the
valving arrangement is to let fluid into and out of
the bores as the pump operates. The cylinder bores
lie parallel to and symmetrically around the pump
axis. The term axial-piston pump is often used in
C Uph g
shaft
, Cvlmdrr block
referring to pumps of this arrangement. All aircraft
axial-piston pumps have an odd number of pistons
(5,7,9, 11, etc.).
Angular Type Piston Pump
A typical angular-type pump is shown in figure
8-16. The angular housing of the pump causes a
corresponding angle to exist between the cylinder
block and the drive shaft plate to which the pistons
are attached. It is this angular configuration of the
pump that causes the pistons to stroke as the pump
shaft is turned.
When the pump is operated, all parts within the
pump (except the outer races of the bearings which
support the drive shaft, the cylinder bearing pin on
which the cylinder block turns, and the oil seal)
turn together as a rotating group. Because of the
angle between the drive shaft and the cylinder
block, at one point of rotation of the rotating group
a minimum distance exists between the top of the
cylinder block and the upper face of the drive shaft
plate. At a point of rotation 180 away, the dis-
tance between the top of the cylinder block and the
upper face of the drive shaft plate is at a maximum.
At any given moment of operation, three of the
pistons will be moving away from the top face of
the cylinder block, producing a partial vacuum in
the bores in which these pistons operate. Fluid will
be drawn into these bores at this time.
Movement of the pistons when drawing in and
expelling fluid is overlapping in nature, and results
in a practically non-pulsating discharge of fluid
from the pump.
Cam Type Pump
Cam-type pumps (figure 8-77) utilize a cam to
cause stroking of the pistons. There are two varia-
tions of cam-type pumps; one in which the cam
turns and the cylinder block is stationary, and the
other in which the cam is stationary and the cylin-
der block rotates.
As an example of the manner in which the pis-
tons of a cam-type pump are caused to stroke, the
operation of a rotating cam-type pump is described
annulus
FIGURE 8-17. Typical cam-type pump.
322
as follows: As the cam turns, its high and low
points pass alternately and, in turn, under each
piston. When the rising ramp of the cam passes
under a piston, it pushes the piston further into ,its
bore, causing fluid to be expelled from the bore.
When the falling ramp of the cam comes under a
piston, the pistons return spring extends the piston
outward of its bore. This causes fluid to be drawn
into the bore. Because the movement of the pistons
when drawing in and expelling fluid is overlapping
in nature, the discharge of fluid from the cam-type
pump is practically non-pulsating.
Each bore has a check valve that opens to allow
fluid to be expelled from the bore by movement of
the piston. These valves close during the inlet
strokes of the pistons. Because of this, inlet fluid
can be drawn into the bores only through the cen-
tral inlet passage.
PRESSURE REGULATION
Hydraulic pressure must be regulated in order
to use it to perform the desired tasks. Pressure
regulating systems will always use three elemental
devices; a pressure relief valve, a pressure regulator
and a pressure gage.
Pressure adjustment
Pressure Relief Valves
A pressure relief valve is used to limit the amount
of pressure being exerted on a confined liquid. This
is necessary to prevent failure of components or
rupture of hydraulic hnes under excessive pres-
sures. The pressure relief valve is, in effect, a sys-
tem safety valve.
The design of pressure relief valves incorporates
adjustable spring-loaded valves. They are installed
in such a manner as to &charge fluid from the
pressure line into a reservoir return line when the
pressure exceeds the predetermined maximum for
which the valve is adjusted. Various makes and
designs of pressure relief valves are in use, but, in
general, they all employ a spring-loaded valving
device operated by hydraulic pressure and spring
tension. Pressure relief valves are adjusted by in-
creasing or decreasing the tension on the spring to
determine the pressure required to open the valve.
Two general forms of pressure relief valves, the
two-port and the four-port, are illustrated in figure
8-18.
Pressure relief valves may be classified as to their
type of construction or uses in the system. However
Pressure adjusting
;ion
Four-port pressure relief valve Two-port pressure relief valve
FIGURE 8-18. Pressure relief valves.
323
the general purpose and operation of all pressure
relief valves are the same. The basic difference in
construction of pressure relief valves is in the de-
sign of the valving. The most common types of
valve are:
(1)
(2)
(3)
Bull type. In pressure relief valves with a
ball-type valving device, the ball rests on a
contoured seat. Pressure acting on the
bottom of the ball pushes it off its seat,
allowing the fluid to bypass.
Sbeue type. In pressure relief valves with
a sleeve-type valving device, the ball re-
mains stationary and a sleeve-type seat is
moved up by the fluid pressure. This al-
lows the fluid to bypass between the ball
and the sliding sleeve-type seat.
Poppet type. In pressure relief valves with
a poppet-type valving device, a cone-
shaped poppet may have any of several
design configurations; however, it is basi-
cally a cone and seat machined at matched
angles to prevent leakage. As the pressure
rises to its predetermined setting, the pop
pet is lifted off its seat, as in the ball-type
device. This allows the fluid to pass
through the opening created and out the
return port.
Pressure relief valves cannot be used as pressure
regulators in large hydraulic systems that depend
upon engine-driven pumps for the primary source
of pressure because the pump is constantly under
load, and the energy expended in holding the pres-
sure relief valire off its seat is changed into heat.
This heat is transferred to the fluid and in turn to
the packing rings causing them to deteriorate rap
idly. Pressure relief valves, however, may be used
as pressure regulators in small, low-pressure sys-
tems or when the pump is electrically driven and is
used intermittently. Pressure relief valves may be
used as :
(1) System relief value. The most common use
of the pressure relief valve is as a safety
device against the possible failure of a
pump compensator or other pressure regu-
lating device. All hydraulic systems which
have hydraulic pumps incorporate pres-
sure relief valves as safety devices.
(2) Thermal relief valve. The pressure relief
valve is used to relieve excessive pressures
that may exist due to thermal expansion
of the fluid.
Pressure Regulators
The term pressure regulator is applied to a
device used in hydraulic systems that are pressur-
ized by constant-delivery type pumps. One purpose
of the pressure regulator is to manage the output of
the pump to maintain system operating pressure
within a predetermined range. The other purpose is
to permit the pump to turn without resistance
(termed unloading the pump) at times when pres-
sure in the system is within normal operating range.
The pressure regulator is so located in the system
that pump output can get into the system pressure
circuit only by passing through the regulator. The
combination of a constant-delivery type pump and
the pressure regulator is virtually the equivalent of
a compensator-controlled, variable-delivery type
pump.
Pressure Gage
The purpose of this gage is to measure the pres-
sure, in the hydraulic system, used to operate hy-
draulic units on the aircraft. The gage uses a
Bourdon tube and a mechanical arrangement to
transmit the tube expansion to the indicator on the
face of the gage. A vent in the bottom of the case
maintains atmospheric pressure around the Bourdon
tube. It also provides a .drain for any accumulated
moisture. There are several ranges of pressure
used in hydraulic systems and gages are calibrated
to match the system they accommodate.
Accumulator
The accumulator is a steel sphere divided into
two chambers by a synthetic rubber diaphragm.
The upper chamber contains flui,d at system pres-
sure, while the lower chamber is charged with air.
The function of an accumulator is to:
a.
b.
Dampen pressure surges in the hydraulic
system caused by actuation of a unit and the
effort of the pump to maintain pressure at a
preset level.
Aid or supplement the power pump when
several units are operating at once by sup-
plying extra power from its accumulated)
. . 1
or stored power.
c. Store power for the limited operation of a
hydraulic unit when the pump is not oper-
ating.
d. Supply fluid under pressure to compensate
for small internal or external (not desired)
leaks which would cause the system to cycle
continuously by action of the pressure switches
continually kicking in.
324
Diaphragm Accumulator
Diaphragm type accumulators consist of two
hollow half-ball metal sections fastened together at
the centerline. One of these halves has a fitting
for attaching the unit to the system; the other half
is equipped with an air valve for charging the unit
with compressed air. Mounted between the two
halves is a synthetic rubber diaphragm which di-
vides the tank into two compartments. A screen
covers the outlet on the fluid side of the accumu-
lator. This prevents a part of the diaphragm from
being pushed up into the system pressure port and
being damaged. This could happen whenever
there is an air charge in the unit and no balancing
fluid pressure. In some units, a metal ,disc at-
tached to the center of the diaphragm is used in
place of the screen. (See figure 8-19).
System pressure
w
FIGURE 8-19. Diaphragm-type accumulator.
Bladder-Type Accumulators
The bladder-type accumulator operates on the
same principle as the diaphragm type. It serves
the same purpose, but varies in construction. This
unit consists of a one-piece metal sphere with a
fluid pressure inlet at the top. There is an opening
at the bottom for inserting the bladder. A large
screw-type plug at the bottom of the accumulator
retains the bladder and also seals the unit. The
hrgh-pressure air valve is also mounted in the re-
tainer plug. A round metal disc attached to the
top of the bladder prevents air pressure from forc-
ing the bladder out through the pressure port. As
fluid pressure rises, it forces the bladder downward
against the air charge, filling the upper chamber
with fluid pressure. The broken lines in figure
8-20 show the approximate shape of the bladder
when the accumulator is charged.
System pressure
FIGURE 8-20. Bladder-type accumulator
Piston-Type Accumulators
The piston-type accumulator also serves the same
purpose and operates much like the diaphragm and
bladder accumulators. As shown in figure 8-21
this unit is a cylinder (B) and piston assembly
(E) with openings on each end. System fluid
pressure enters the top port (A), and forces the
piston ,down against the air charge in the bottom
chamber (D) . A high-pressure air valve (C) is
located at the bottom of the cylinder for servicing
the unit. There are two rubber seals (represented
by the black dots) which prevent leakage between
the two chambers (D and G) . A passage (F) is
drilled from the fluid side of the piston to the
space between the seals. This provides lubrication
between the cylinder walls and the piston.
325
b-
d. Airchsmber
c. High-pressure air
e. Piston assembly
vent ;. iGz$-kx
FIGURE 8-21. Piston-type accumulator.
Maintenance of Accumulators
Maintenance consists of inspections, minor re.
pairs, replacement of component parts, and testing.
There is an element of danger in maintaining
accumulators. Therefore, proper precautions must
he strictly observed to prevent injury and damage.
BEFORE DISASSEMBLING ANY ACCUMU-
LATOR. MAUE SURE THAT ALL PRELOAD
AIR (OR NITROGER) PRESSURE HAS BEEN
DISCHARGED. Failure to release the air could
result in serious injury to the mechanic. (Before
making this check, however, be certain you know
the type of high-pressL1rr air valve used.) When
you know that all air 1JreSSUre has been removed,
go ahead and take the unit apart. Be sure, though,
that you follow manufacturers instructions for the
specific unit you have.
Check Valves
For hydraulic components and systems to operate
as intended, the flow of fluid must be rigidly con-
trolled. Fluid must be made to flow according to
definite plans. Many kinds of valve units are used
for exercising such control. One of the simplest
and most commonly used is the check valve which
allows free flow of fluid in one direction, but no
flow or a restricted flow in the opposite direction.
Check valves are made in two general designs to
serve two different needs. In one, the check valve
is complete within itself. It is inter-connected with
other components, with which it operates, by means
of tubing or hose. Check valves of this design are
commonly called in-line check valves. There are
two types of in-line check valves, the simple-type
in-line check valve and the orifice-type in-line valve.
(See figure 8-22.)
In the other design. the check valve is not com-
plete within itself because it does not have a hous-
ing exclusively its own. Check valves of this
design are commonly cahed integral check valves.
This valve is actually an integral part of some
major component and, as such, shares the housing
of that component.
In-line Check Valve
The simple-type in-line check valve (often called
check valve) is used when a full flow of fluid is
desired in only one direction (figure 8-22A).
Fluid enters the inlet port of the check valve forc-
ing the valve off its seat against the restraint of the
spring. This permits fluid to flow through the
passageway thus opened. The instant fluid stops
moving in this direction, the spring returns the
valve to its seat. This blocks the opening in the
valve seat, and therefore blocks reverse flow of
fluid through the valve.
Orifice-Type Check Valve
The orifice-type in-line check valve (figure
8-22B) is used to allow normal operating speed
326
Smqdr-typr in-lmr check valve (hall-type)
FIGURE 8-22. Typical in-line check valves.
of a mechanism by providing free flow of fluid in
one direction, while allowing limited operating
speed through restricted flow of fluid in the oppo-
site direction. The operation of the orifice-type
in-line check valve is the same as the simple-type
in-line check valve, except for the restricted flow
allowed when c!osed. This is accomplished by a
second opening in the valve seat that is never
closed, so that some reverse flow can take place
through the valve. Th e second opening is much
smaller than the opening in the valve seat. As a
rule, this opening is of a specific size thus main-
taining close control over the rate at which fluid
can flow back through the valve. This type of
valve is sometimes called a damping valve.
The direction of fluid flow through in-line check
valves is normally indicated by stamped arrow
markings on the housings (figure 8-22C and D) .
On the simple-type in-line check valve, a single
arrow points in the direction which fluid can flow.
The orifice-type in-line check valve is usually
marked with two arrows. One arrow is more pro-
nounced than the other, and indicates the direction
of unrestricted flow. The other arrow is either of
smaller size than the first or of broken-line con-
struction, and points in the direction of restricted
reverse fluid flow.
In addition to the ball-type in-line check valves
shown in figure 8-22, other types of valves, such
as disks, needles, and poppets are used.
The operating principles of integral check valves
are the same as the operating principles of in-line
check valves.
line-Disconnect or Quick-Disconnect Valves
These valves are installed in hydraulic lines to
prevent loss of fluid when units are removed. Such
Flow direction marking on orifice-
type in-lme chrck valve
valves are installed in the pressure and suction
lines of the system just in front of and immediately
behind the power pump. These valves can also be
used in other ways than just for unit replacement.
A power pump can be disconnected from the sys-
tem and a hydraulic test stand connected in its
place. These valve units consist of two intercon-
necting sections coupled together by a nut when
installed in the system. Each valve section has a
piston and poppet assembly. These are spring
loaded to the CLOSED position when the unit is
disconnected.
b a
I I
a. spring d. Piston
b. spring e. Piston
c. Poppet f. Poppet
FIGURE 8-23. Line disconnect valve.
327
The top illustration of figure 8-23 shows the valve
in the LINE-DISCONNECTED position. The two
cprings (a and b) hold both poppets (c and f)
in the CLOSED position as shown. This prevents
loss of fluid through the disconnected line. The
bottom illustration of figure 8-23 shows the valve in
the LINE-COIVNECTED position. When the valve
is being connected, the coupling nut draws the two
sections together. The extension (d or e) on one
of the pistons forces the opposite piston back
against its spring. This action moves the poppet
off its seat and permits the fluid to flow through
that section of the valve. As the nut is drawn up
tighter, one piston hits a stop; now the other piston
moves back against its spring and, in turn, allows
fluid to flow. Thus, fluid is allowed to continue
through the valve and on through the system.
Bear in mind that the above disconnect valve is
only one of the many types presently used. Al-
though all line-disconnect valves operate on the
same principle. the details will vary. Each manu-
facturer has his own design features.
A very important factor in the use of the line-
disconnect valve is its proper connection. Hy-
draulic pumps can be seriously damaged if the line
disconnects are not properly connected. If you are
in doubt about the line disconnects operation, con-
sult the aircraft maintenance manual.
The extent of maintenance to be performed on
a quick disconnect valve is very limited. The in-
ternal parts of this type valve are precision built
and factory assembled. They are made to very
close tolerances, therefore, no attempt should be
made to disassemble or replace internal parts in
either coupling half. However, the coupling halves:
lock-springs. union nuts, and dust caps may be re-
placed. When replacing the assembly or any of
the parts, follow the instructions in the applicable
maintenance manual.
ACTUATING CYLINDERS
An actuating cylinder transforms energy in the
form of fluid pressure into mechanical force, or
action, to perform work. It is used to impart
powered linear motion to some movable object or
mechanism.
A typical actuating cylinder consists funda-
mentally of a cylinder housing, one or more pistons
and piston rods, and some seals. The cylinder
housing contains a polished bore in which the pis-
ton operates, and one or more ports through which
fluid enters and leaves the bore. The piston and
rod form an assembly. The piston moves forward
and backward within the cylinder bore and an
attached piston rod moves into and out of the
cylinder housing through an opening in one end
of the cylinder housing. Seals are used to prevent
leakage between the piston and the cylinder bore,
and between the piston rod and the end of the
cylinder. Both the cylinder housing and the piston
rod have provisions for mounting and for attach-
ment to an object or mechanism which is to be
moved by the actuating cylinder.
Actuating cylinders are of two major types:
(1) Single-action and (2) Double-action. The
single-action (single port) actuating cylinder is
capable of producing powered movement in one
direction only. The double-action (two port)
actuating cylinder is capable of producing powered
movement in two directions.
Single-Action Actuating Cylinder
A single-action actuating cylinder is illustrated
in figure 8-24. Fluid under pressure enters the
port at the left and pushes against the face of the
piston, forcing the piston to the right. As the
piston moves, air is forced out of the spring cham-
ber through the vent hole, compressing the spring.
When pressure on the fluid is released to the point
that it exerts less force than is present in the com-
pressed spring, the spring pushes the piston toward
the left. As the piston moves to the left, fluid is
forced out of the fluid port. At the same time, the
moving piston pulls air into the spring chamber
through the venthole. A three-way control valve
is normally used for controlling the operation of a
single-action actuating cylinder
Piston O-ring
packing
Fluid port
I I
Return spring Vent
/ /
FIGURE 8-24. Single-action actuating cylinder.
Double-Action Actuating Cylinder
A double-action (two-port) actuating cylinder is
illustrated in figure 8-25. The operation of a
double-action actuating cylinder is usually con-
trolled by a four-way selector valve. Figure 8-26
shows an actuating cylinder interconnected with a
selector valve. Operation of the selector valve and
actuating cylinder is discussed below.
Placing the selector valve in the on position
(figure 8-26A) admits fluid pressure to the left-
hand chamber of the actuating cylinder. This
results in the piston being forced toward the right.
328
Fluid port
O-ring
/
Fluid port
FIGURE 8-25. Double-action actuating cylinder.
As the piston moves toward the right, it pushes
return fluid out of the right-hand chamber and
through the selector valve to the reservoir.
When the selector valve is placed in its other
on position, as illustrated in figure 8-26B, fluid
pressure enters the right-hand chamber, forcing the
piston toward the left. As the piston moves toward
the left, it pushes return fluid out of the left-hand
chamber and through the selector valve to the
reservoir. Besides having the ability to move a
load into position, a double-acting cylinder also has
the ability to hold a load in position. This capa-
bility exists because when the selector valve used
to control operation of the actuating cylinder is
placed in the off position, fluid is trapped in the
chambers on both sides of the actuating cylinder
R P Selector
R P
FIGURE 8-26. Control of actuating cylinder movement.
FIGURE 8-27. Types of actrlatin:! cylinders.
In addition to the two general design types of
actuating cylinders discussed (single-action and
double-action), other types are available. Figure
8-27 shows three additional types.
SELECTOR VALVES
Selector valves are used to control the direction
of movement of an actuating unit. A selector
valve provides a pathway for the simultaneous flow
of hydraulic fluid into and out of a connected
actuating unit. A selector valve also provides a
means of immediately and conveniently switching
the directions in which the fluid flows through the
actuator, reversing the direction of movement.
One port of the typical selector valve is connected
with a system pressure line for the input of fluid
pressure. A second port of the valve is connected to
a system return line for the return of fluid to the
reservoir. The ports of an actuating unit through
which fluid enters and leaves the actuating unit are
connected by lines to other ports of the selector
valve.
Selector valves have various numbers of ports.
The number of ports is determined by the particular
requirements of the system in which the valve is
Port 1
Port 2
Port 3
Three-port actuating cylinder
Actuating cylinder having ports in piston rod
Double-action actuating cylinder
having two exposed piston rod ends
used. Selector valves having four ports are the most
commonly used. The term four-way is often used
instead of four-port in referring to selector valves.
The ports of selector valves (figure 8-28) are
individually marked to provide ready identification.
The most commonly used markings are: PRES-
SURE (or PRESS, or P) , RETURN (or RET, or
R), CYLINDER 1 (or CYL l), and CYLINDER 2
(or CYL 2). The use of the word cylinder in the
designation of selector valve ports does not indi-
cate, as it may suggest, that only hydraulic cylin-
ders are to be connected to the ports so marked. In
fact, any type of hydraulic actuating unit may be
connected to the ports. The numbers 1 and 2 are a
convenient means of differentiating between two
ports of the selector valve.
rotary movement
Press
Cyl 1 Cyl 2
Typical port markings on
selector valve having
slide movement
FIGURE 8-28. Typical port markings on selector valves.
Four-Way Closed-Center Selector Valve
Because the four-way, closed-center selector valve
is one of the most commonly used selector valves in
an aircraft hydraulic system, it is discussed in de-
tail in the following paragraphs. Valving devices of
various kinds, such as balls, poppets, rotors, or
spools, are used in the four-way, closed-center selec-
tor valves.
Figure 8-29A illustrates a four-way, closed-center
selector valve in the off position. All of the valve
ports are blocked, and fluid can not flow into or out
of the va!ve.
In figure 8-29B, the selector valve is placed in
one of its on positions. The PRESS port and
CYL 1 port become interconnected within the valve.
As a result, fluid flows from the pump into the
selector valve PRESS port, out of the selector valve
CYL 1 port, and into port A of the motor. This flow
of fluid cause8 the motor to turn in a clockwise
direction. Simultaneously, return fluid is forced out
of port B of the motor and enters the selector valve
CYL 2 port. Fluid then proceeds through the pas.
sage in the valve rotor and leaves the valve through
the RET port.
In figure 8-29C, the selector valve is placed in
the other on position. The PRESS port and CYL
2 port become interconnected. This causes fluid
pressure to be delivered to port B of the motor,
which results in the motor turning counterclock-
wise. Return fluid leaves port A of the motor, enters
the selector valve CYL 1 port, and leaves through
the selector valve RET port.
Spool-Type Selector Valve
The valving device of the spool-type selector
valve is spool-shaped (figure 8-30). The spool is a
one-piece, leak-tight, free-sliding fit in the selector
valve housing and can be moved lengthwise in the
housing by means of the extended end which pro-
jects through the housing. A drilled passage in the
spool interconnects the two end chambers of the
selector valve. Selector valve spools are sometimes
called pilot valves.
When the spool is moved to the selector valve
off position, the two cylinder ports are directly
blocked by the lands (flanges) of the spool (figure
8-30A). This indirectly blocks the PRESS and RET
ports and fluid can not flow into or out of the valve.
Moving the spool toward the right moves the
spool lands away from the CYL 1 and CYL 2 ports
(figure 8-23B). The PRESS port and CYL 2 port
then become interconnected. This permits fluid pres-
sure to pass on to the actuating unit. The RET port
and CYL 1 port also become interconnected. This
provides an open route for the return of fluid from
the actuating unit to the system reservoir.
Moving the spool toward the left moves the spool
lands away from the CYL 1 and CYL 2 ports
(figure 8-30C). The PRESS port and CYL 1 port
then become interconnected. This permits fluid pres-
sure to flow to the actuating unit. The RET port
and CYL 2 port also become interconnected, provid
ing a route for the return of fluid from the actuat-
ing unit to the reservoir.
330
Relief
valve
,
Press.
Selector
valve (off),
PO*
\
Cyl. 1
PO*
A
FIGURE 8-29. ypical rotor-type, closed-center selector I ialve operation.
AIRCRAFT PNEUMATIC SYSTEMS
Some aircraft manufacturers equip their aircraft
with a pneumatic system. Such systems operate a
great deal like hydraulic systems, except they em-
ploy air instead of a liquid for transmitting power.
Pneumatic systems are sometimes used for:
( 1) Brakes.
(2) Opening and closing doors.
(3) Driving hydraulic pumps, alternators,
starters, water injection pumps, etc.
(4) Operating emergency devices.
Both pneumatic and hydraulic systems are similar
units and use confined fluids. The word confined
means trapped or completely enclosed. The word
fluid implies such liquids as water, oil, or any
thing that flows. Since both liquids and gases will
flow, they are considered as fluids; however, there
is a great deal of difference in the characteristics of
the two. Liquids are practically incompressible; a
quart of water still occupies about a quart of space
regardless of how hard it is compressed. But gases
are highly compressible; a quart of air can be
compressed into a thimbleful of space. In spite of
this difference, gases and liquids are both fluids and
can be confined and made to transmit power.
The type of unit used to provide pressurized air
for pneumatic systems is determined by the systems
air pressure requirements.
High Pressure System
For high-pressure systems, air is usually stored in
metal bottles (figure 8-31) at pressures ranging
from 1,000 to 3,000 p.s.i., depending on the particu-
lar system. This type of air bottle has two valves,
one of which is a charging valve. A ground-oper-
ated compressor can be connected to this valve to
add air to the bottle. The other valve is a control
valve. It acts as a shutoff valve, keeping air trapped
inside the bottle until the system is operated.
Although the high-pressure storage cylinder is
light in weight, it has a definite disadvantage. Since
tbe system cannot be recharged during flight, oper-
ation is limited by the small supply of bottled air.
Such an arrangement can not be used for the con-
tinuous operation of a system. Instead, the supply
of bottled air is reserved for emergency operation
of such systems as the landing gear or brakes. The
usefulness of this type of system is increased, how-
ever, if other air-pressurizing units are added to the
aircraft.
On some aircraft, permanently installed air com-
pressors have been added to recharge air bottles
whenever pressure is used for operating a unit.
Several types of compressors are used for this pur-
pose. Some have two stages of compression, while
others have three. Figure 8-32 shows a simplified
schematic of a two-stage compressor; the pressure
of the incoming air is boosted first by cylinder
No. 1 and again by cylinder No. 2.
The compressor in figure 8-32 has three check
valves. Like the check valves in a hydraulic hand
pump, these units allow fluid to flow in only one
direction. Some source of power, such as an electric
331
Extension of
Ret,
Press.
Ret..
Ret
Press,
FIGURE 8-30. Typical spool-type, closed-center selector valve.
motor or aircraft engine, operates a drive shaft. As movement. Piston No. 1 now moves deeper into its
the shaft turns, it drives the pistons in and out of cylinder, forcing air through the pressure line and
their cylinders. When piston No. 1 moves to the into cylinder No. 2. Meanwhile piston No. 2 is
right, the chamber in cylinder No. 1 becomes moving out of cylinder No. 2 so that cylinder No. 2
larger, and outside air flows through the filter and can receive the incoming air. But cylinder No. 2 is
check valve into the cylinder. As the drive shaft smaller than cylinder No. 1; thus, the air must be
continues to turn, it reverses the direction of piston highly compressed to fit into cylinder No. 2.
332
Control valve
Urive bhatt turnrtl by motor or engine
Chargin
V&C
g
FIGURE 8-31. Steel cylinder&for high-pressure air
storage.
Because of the difference in cylinder size, piston
No. 1 gives the air its first stage of compression.
The second stage occurs as piston No. 2 moves
deeper into its cylinder, forcing high-pressure air to
flow through the pressure line and into the air
storage bottle.
Medium Pressure System
A medium-pressure pneumatic system (100 -
150 p.s.i.) usually does not include an air bottle.
Instead, it generally draws air from a jet engine
compressor section. In this case, air leaves the en-
gine through a takeoff and flows into tubing, carry-
ing air first to the pressure-controlling units and
then to the operating units. Figure 8-33 shows a jet
engine compressor with a pneumatic system takeoff.
Filter
r
To air storage
I
bottle ,,
Pressure line
J Y
Check valves
FIGURE 8-32. Schematic of two-stage air compressor.
low Pressure System
Many aircraft equipped with reciprocating en-
gines obtain a supply of low-pressure air from
vane-type pumps. These pumps are driven by elec-
tric motors or by the aircraft engine. Figure 8-34
shows a schematic view of one of these pumps,
which consists of a housing with two ports,
a drive shaft, and two vanes. The drive shaft and
the vanes contain slots so the vanes can slide back
and forth through the drive shaft. The shaft is
eccentrically mounted ,in fie housing, causing the
vanes to form four different sizes of chambers (A,
B, C, and D). In the position shown, B is the
largest chamber and is connected to the supply port.
As depicted in the illustration, outside air can enter
chamber B of the pump.
Pressure
controller
unit
FIGURF. 8-33. Jet engine compressor witb pneumatic
system takeoff.
333
SUPPlY
FIGURE 8-34. Schematic of vane-type air pump.
Pressure
port
When the pump begins to operate, the drive shaft
rotates and changes positions of the vanes and sizes
of the chambers. Vane No. 1 then moves to the
right (figure 8-34)) separating chamber B from the
supply port. Chamber B now contains trapped air.
As the shaft continues to turn, chamber B moves
downward and becomes increasingly smaller, grad-
ually compressing its air. Near the bottom of the
pump, chamber B connects to the pressure port and
sends compressed air into the pressure line. Then
chamber B moves upward again becoming increas-
ingly larger in area. At the supply port it receives
another supply of air. There are four such cham-
bers in this pump, and each goes through this same
cycle of operation. Thus, the pump delivers to the
pneumatic system a continuous supply of com-
pressed air at from 1 to 10 p.s.i.
PNEUMATIC SYSTEM COMPONENTS
Pneumatic systems are often compared to hy
draulic systems, but such comparisons can only
hold true .in general terms. Pneumatic systems do
not utilize reservoirs, hand pumps, accumulators,
regulators, or engine-driven or electrically-driven
power pumps for building normal pressure. But sim-
ilarities do exist in some components.
Relief Valves
Relief valves are used in pneumatic systems to
prevent damage. They act as pressure-limiting units
and prevent excessive pressures from bursting lines
and blowing out seals. Figure 8-35 illustrates a
cutaway view of a pneumatic system relief valve.
At normal pressures, a spring holds the valve
closed (figure 8-35)) and air remains in the pres-
sure line. If pressure grows too high, the force it
creates on the disk overcomes spring tension and
opens the relief valve. Then, excess air flows
through the valve and is exhausted as surplus air
into the atmosphere. The valve remains open until
the pressure drops to normal.
Control Valves
Control valves are also a necessary part of a
typical pneumatic system. Figure 8-36 illustrates
how a valve is used to control emergency air
brakes. The control valve consists of a three-port
housing, two poppet valves, and a control lever with
two lobes.
In figure 8-36A, the control valve is shown in ihe
off position. A spring holds the left poppet ciosed
so that compressed air entering the pressure port
cannot flow to the brakes. In figure 8-36B, the
control valve has been placed in the on position.
One lobe of the lever holds the ieft poppet open,
To
outside
air
-Disk
FIGURE 8-35. Pneumatic system relief valve.
334
Control lever
. . . . .
. . . . .
. Drilled . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
: .: ~.~.~.~.~.~.~.~.~.~.~.~.~.~.~.~,
passage
A. Control valve
B. Control valve on
-1 Compressed ak
1 1 Atmospheric pressure
FICLJRE 8-36. Flow diaqwn of a pneumatic control valve.
and a spring closes the right poppet. Compressed
air now flows around the opened left poppet,
through a drilled passage, and into a chamber
below the right poppet. Since the right poppet is
closed, the high-pressure air flows out of the brake
port and into the brake line to apply the brakes.
To release the brakes, the control valve is re-
turned to the off position (figure 8-36A). The
left poppet now closes, stopping the flow of high-
pressure air to the brakes. At the same time, the
right poppet is opened, allowing compressed air in
the brake line to exhaust through the vent port and
into the atmosphere.
Check Valves
Check valves are used in both hydraulic and
pneumatic systems. Figure 8-37 illustrates a flap-
type pneumatic check valve. Air enters the left port
of the check valve, compresses a light spring, forc-
ing the check valve open and allowing air to flow
out the right port. But if air enters from the right,
air pressure closes the valve, preventing a flow of
air out the left port. Thus, a pneumatic check valve
is a one-direction flow control valve.
Restrictors
Reetrictors are a type of control valve used in
pneumatic systems. Figure 8-38 illustrates an ori-
fice type restrictor with a large inlet port and a
.small outlet port. The small outlet port reduces the
rate of airflow and the speed of operation of an
actuating unit.
Variable Restrictor
Another type of speed-regulating unit is the vari-
able restrictor shown in figure 8-39. It contains an
adjustable needle valve, which has threads around
the top and a point on the lower end. Depending on
the direction turned, the needle valve moves the
sharp point either into or out of a small opening to
decrease or increase the size of the opening. Since
air entering the inlet port must pass through this
opening before reaching the outlet port, this adjust-
ment also determines the rate of airflow through the
restrictor.
,,rilters
Pneumatic systems are protected against dirt by
means of various types of filters. A micronic filter
(figure 8-40) consists of a housing with two ports,
a replaceable cartridge, and a relief valve. Nor-
mally, air enters the inlet, circulates around the
cellulose cartridge, then flows to the center of the
cartridge and out the outlet port. If the cartridge
becomes clogged with dirt, pressure forces the relief
valve open and allows unfiltered air to flow out the
outlet port.
A screen-type filter (figure 8-41) is similar to the
micronic filter but contains a permanent wire screen
instead of a replaceable cartridge. In the screen
filter a handle extends through the top of the hous-
ing and can be used to clean the screen by rotating
it against metal scrapers.
335
Spring Spring Housing Housing
FICCRL 8-37. Pneumatic system check valve.
Outlet
PO*
FIGURE 8-38. Orifice restrictor.
port
FIGURE 8-39. Variable pneumatic restrictor.
If the main hydraulic braking system fails, power
brakes are usually equipped with some type of
emergency pressurizing system for stopping the air-
craft. In many instances, these emergency systems
r
Inlet
Cartr
FIGURE 8-40. Micronic filter.
are compressed air systems. Figure 8-42 illustrates
one type of system which uses compressed air.
Air Bottle
The air bottle usually stores enough compressed
air for several applications of the brakes. A high-
pressure air line connects the bottle to an air valve
which controls operation of the emergency brakes.
If the normal brake system fails, place the con-
trol handle for the air valve in the on position.
The valve then directs high-pressure air into lines
leading to the brake assemblies. But before air
enters the brake assemblies, it must first flow
through a shuttle valve.
3 836
Wire screen
2-81
Handle
FIGURL 8-41. Screen-type filter.
Brake Shuttle Valve
The circled inset at the upper right of figure
842 shows one type of shuttle valve. The valve
consists of a shuttle enclosed by a four-port hous-
Control handle
Hydraulic 1
line
Shuttle valve
Brakes
ing. The shuttle is a sort of floating piston that can
move up or down in the hollow housing. Normally,
the shuttle is down, and in this position it seals off
the lower air port and directs hydraulic fluid from
the upper port into the two side ports, each of
which leads to a brake assembly. But when the
emergency pneumatic brakes are applied, high-pres-
sure air raises the shuttle, seals off the hydraulic
line, and connects air pressure to the side ports of
the shuttle valve. This action sends high-pressure
air into the brake cylinder to apply the brakes.
After application and when the emergency brakes
are released, the air valve closes, trapping pressure
in the air bottle. At the same time, the air valve
vents the pneumatic brake line to outside air pres-
sure. Then as air pressure in the brake line drops,
the shuttle valve moves to the lower end of the
housing, again connecting the brake cylinders to
the hydraulic line. Air pressure remaining in the
brake cylinders then flows out the upper port of the
shuttle valve and into the hydraulic return line.
lines and Tubing
Lines for pneumatic systems consist of rigid
metal tubing and flexible rubber hose. Fluid lines
and fittings are covered in detail in Chapter 5 of
the Airframe and Powerplant Mechanics General
Handbook, AC 65-9A.
-
HydraGessure
FIGURE 8-42. Simplified emergency brake system.
337
TYPICAL PNEUMATIC POWER SYSTEM
A typical turbine-engine pneumatic power system
supplies compressed air for various normal and
emergency actuating systems. The compressed air is
stored in storage cylinders in the actuating systems
until required by actuation of the system. These
cylinders and the power system manifold are ini-
tially charged with compressed air or nitrogen from
an external source through a single air-charge
valve. In flight, the air compressor replaces the air
pressure and volume lost through leakage, thermal
contraction, and actuating system operation.
System control Hydraulic access
The air compressor is supplied with supercharged
air from the engine bleed air system. This ensures
an adequate air supply to the compressor at all
altitudes. The air compressor may be driven either
by an electric motor or a hydraulic motor. The
system described here is hydraulically driven. The
following description is illustrated by the pneumatic
power system shown in figure 843.
The compressor inlet air is filtered through a
high-temperature, lo-micron filter and the air pres-
sure is regulated by an absolute pressure regulator
Main
28V d.c. bus
Door
switch Pneumatic system
* -
A--
l
Electronic cockpit
equipment indicator
-
A f
\
pressurization
Absolute
Ii===
system
2ir nrPPPllrC
doors limit switches
Pneumatic svstem
Ill I
0
Air compres:or
-
-
LEGEND
m Pneumatic pressure
zzzz Equipment auxiliary air supply
m Hydraulic pressure, utility
D Hydraulic return. utility
- Electrical ( energized )
- Electrical (deenergized)
B Moisture
Filter and relief
I
valve
Pressure
sensing
switch
w
- 3,000
kl
psi.
+&Ii
3 .t@..
:
f
;
: Pressure
i transmitter
;
i
:
:
:
II
i
1
To
P I
Ii1 pneumatic
svstem
Dumn valve
1
Moisture separator
( blow-down condition )
n
sole noid
FIGURE 843. Pneumatic power system.
338
to provide a stabilized source of air for the com-
pressor, (See figure 843.)
The aircraft utility hydraulic system provides
power to operate the hydraulic-motor-driven air
compressor. The air compressor hydraulic actuating
system consists of a solenoid-operated selector
valve, flow regulator, hydraulic motor, and motor
bypass (case drain) line check valve. When ener-
gized, the selector valve allows the system to be
pressurized to run the hydraulic motor; when de-
energized the valve blocks off utility system pres-
sure, stopping the motor. The flow regulator, com-
pensating for the varying hydraulic system flow and
pressures, meters the flow of fluid to the hydraulic
motor to prevent excessive speed variation and/or
overspeeding of the compressor. A check valve in
the motor bypass line prevents system return line
pressures from entering the motor and stalling it.
The air compressor is the pneumatic systems
pressurizing air source. The compressor is activated
or deactivated by the manifold pressure-sensing
switch, which is an integral part of the moisture
separator assembly.
The moisture separator assembly is the pneumatic
systems pressure-sensing regulator and relief valve.
The manifold (system) pressure switch governs the
operation of the air compressor. When the manifold
pressure drops below 2,750 p.s.i., the pressure-sen-
sing switch closes, energizing the separators mois-
ture dump valve and the hydraulic selector valve
which activates the air compressor. When the mani-
fold pressure builds up to 3,150 p.s.i., the pressure-
sensing switch opens, de-energizing the hydraulic
selector valve to deactivate the air compressor and
dump valve, thus venting overboard any moisture
accumulated in the separator.
The safety fitting, installed at the inlet port of the
moisture separator, protects the separator from in-
ternal explosions caused by hot carbon particles or
flames that may be emitted from the air compressor.
A chemical drier further reduces the moisture
content of the air emerging from the moisture sepa-
rator.
A pressure transmitter senses and electrically
transmits a signal to the pneumatic pressure
indicator located in the cockpit. The indicating sys-
tem is an autosyn type that functions exactly like
the hydraulic indicating systems.
An air-charge valve provides the entire pneu-
matic system with a single external ground servic-
ing point. An air pressure gage, located near the
air-charge valve, is used in servicing the pneumatic
system. This gage indicates the manifold pressure.
An air filter (lo-micron element) in the ground
air-charge line prevents the entry of particle impuri-
ties into the system from the ground servicing
source.
The high-pressure air exiting from the fourth
stage of the air compressor is directed through a
bleed valve (controlled by an oil pressure tap
on the pressure side of the oil pump) to the high-
pressure air outlet. The oil pressure applied to the
piston of the bleed valve maintains the valve piston
in the closed position. When the oil pressure
drops (due either to restriction of oil flow or to
stopping of the compressor), the spring within the
bleed valve re-positions the bleed valve piston,
thereby connecting the inlet port and the drain port
of the valve. This action unloads the pressure from
the compressor and purges the line of moisture.
The air filter through which the ground-charge
air passes is located immediately upstream of the
air-charge valve. Its purpose is to prevent the entry
of particle impurities into the system from the
ground servicing source. The filter assembly is
made up off three basic components--body, element,
and bowl.
The pneumatic system air compressor inlet air is
filtered through a high-temperature filter. Its pur-
pose is to prevent particles of foreign matter from
entering the compressors absolute pressure regula-
tor, thereby causing it to malfunction. The filter is
an in-line, full-flow type (with integral relief valve)
housed in a cylindrical body.
The moisture separator is the pneumatic power
systems pressure-sensing regulator and relief valve,
and is capable of removing up to 95% of the mois-
ture from the air compressor discharge line. The
automatically operated, condensation dump valve
purges the separators oil/moisture chamber by
means of a blast of air (3,000 p.s.i.) each time the
compressor shuts down. The separator assembly is
made up of several basic components, each of which
performs a specific function.
Components
The pressure switch controls system pressuriza-
tion by sensing the system pressure between the
check valve and the relief valve. It electrically ener-
gizes the air compressor solenoid-operated selector
valve when the system pressure drops below 2,750
p.s.i., and de-energizes the selector valve when the
system pressure reaches 3,100 p.s.i.
The condensation dump valve solenoid is ener-
gized and de-energized by the pressure switch.
339
When energized, it prevents the air compressor
from dumping air overboard; when de-energized, it
completely purges the separators reservoir and
lines up to the air compressor.
The filter protects the dump valve port from be-
coming clogged and thus ensures proper sealing of
the passage between the reservoir and the dump
port.
The check valve protects the system against pres-
sure loss during the dumping cycle and prevents
backflow through the separator to the air compres-
sor during the relief condition.
The relief valve protects the system against over-
pressurization (thermal expansion) . The relief valve
opens when the system pressure reaches 3,750 p.s.i.
and re-seats at 3,250 p.s.i.
The thermostatically controlled wraparound-blan-
ket type heating element prevents freezing of the
moisture within the reservoir due to low-tempera-
ture atmospheric conditions. The thermostat closes
at 4.0 F. and opens at 60 F.
Pneumatic Power System Maintenance
Maintenance of the pneumatic power system con-
sists of servicing, troubleshooting, removal and in-
stallation of components, and operational testing.
The air compressors lubricating oil level should
be checked daily in accordance with the applicable
manufacturers instructions. The oil level is indi-
cated by means of a sight gage or dipstick. When
re-filling the compressor oil tank, the oil (type
specified in the applicable instructions manual) is
added until the specified level. After the oil is added,
ensure that the filler plug is torqued and safety wire
is properly installed.
The pneumatic system should be purged periodi-
cally to remove the contamination, moisture, or oil
from the components and lines. Purging the system
is accomplished by pressurizing it and removing the
plumbing from various components throughout the
system. Removal of the pressurized lines will cause
a high rate of airflow through the system causing
foreign matter to be exhausted from the system. If
an excessive amount of foreign matter, particularly
oil, is exhausted from any one system, the lines and
components should be removed and cleaned or re-
placed.
Upon completion of pneumatic system purging
and after reconnecting all the system components,
the system air bottles should be drained to exhaust
any moisture or impurities which may have accumu-
lated there.
After draining the air bottles, service the system
with nitrogen or clean, dry compressed air. The
system should then be given a thorough operational
check and an inspection for leaks and security.
340
GENERAL
The landing gear of a fixed-wing aircraft consists
of main and auxiliary units, either of which may or
may not be retractable. The main landing gear
forms the principal support of the aircraft on land
or water and may include any combination of
wheels, floats, skis, shock-absorbing equipment,
brakes, retracting mechanism with controls and
warning devices, cowling, fairing, and structural
members necessary to attach any of the foregoing to
the primary structure. The auxiliary landing gear
consists of tail or nose wheel installations, outboard
pontoons, skids, etc., with necessary cowling and
reinforcement.
Landing Gear Arrangement
Many aircraft are equipped with a tricycle gear
arrangement. This is almost universally true of
large aircraft, the few exceptions being older model
aircraft. Component parts of a tricycle gear ar-
rangement are the nose gear and the main gear.
Nose gear equipped aircraft are protected at the
fuselage tail section with a tail skid or bumper. The
nose gear arrangement has at least three advantages:
(1) It allows more forceful application of the
brakes for higher landing speeds without
nosing over.
(2) It permits better visibility for the pilot
during landing and taxiing.
(3) It tends to prevent aircraft ground-looping
by moving the aircraft c.g. forward of the
main wheels. Forces acting on the c.g.
tend to keep the aircraft moving forward
on a straight line rather than ground-loop-
ing.
The number and location of wheels on the main
gear vary. Some main gears have two wheels as
shown in figure 9-l. Multiple wheels spread the
aircrafts weight over a larger area in addition to
providing a safety margin if one tire should fail.
Heavier aircraft may use four or more wheels.
When more than two wheels are attached to one
strut. the attaching mechanism is referred to as a
CHAPTER 9
LANDING GEAR SYSTEMS
bogie, as shown in figure 9-2. The number of
wheels that are included in the bogie is determined
by the gross design weight of the aircraft and the
surfaces on which the loaded aircraft may be re-
quired to land.
The tricycle arrangement of the landing gear is
made up of many assemblies and parts. These con-
sist of air/oil shock struts, main gear alignment
units, support units, retraction and safety devices,
auxiliary gear protective devices, nose wheel steer-
ing system, aircraft wheels, tires, tubes, and aircraft
brake systems. The airframe mechanic should know
all about each of these assemblies, their inspection
procedures, and their relationships to the total oper-
ation of the landing gear.
Shock Struts
Shock struts are self-contained hydraulic units
that support an aircraft on the ground and protect
the aircraft structure by absorbing and dissipating
FIGURE 9-l. Dual main landing gear wheel arrangement
341
Tub
Upper side bra&
\
Lower siae brace C-
Pivot rorK ana snart
\
- upper outer cylinder
Pivot trunnion
Shock strut
i Lower inner cylinder
/
Axle
\ Equalizer
FIGURE 9-2. Bogie truck main landing gear assembly,
the tremendous shock loads of landing. Shock struts
must be inspected and serviced regularly to func-
(figure 9-3) uses compressed air combined with
tion efficiently.
hydraulic fluid to absorb and dissipate shock loads,
and is often referred to as the air/oil or oleo strut.
Since there are many different designs of shock
struts, only information of a general nature is in-
cluded in this section. For specific information
about a particular installation, consult the applica-
ble manufacturers instructions.
A typical pneumatic/hydraulic shock strut
A shock strut is made up essentially of two tele-
scoping cylinders or tubes, with externally closed
ends (figure 9-3). The two cylinders, known as
cylinder and piston, when assembled, form an upper
and lower chamber for movement of the fluid. The
lower chamber is always filled with fluid, while the
342
IQ,
, Air valve
FIGURE 9-3. Landing gear shock strut of the
metering pin type.
upper chamber contains compressed air. An orifice
is placed between the two chambers and provides a
passage for the fluid into the upper chamber during
compression and return during extension of the
strut.
Most shock struts employ a metering pin similar
to that shown in figure 9-3 for controlling the rate
of fluid flow from the lower chamber into the upper
chamber. During the compression stroke, the rate of
fluid flow is not constant, but is controlled automat-
ically by the variable shape of the metering pin as
it passes through the orifice.
On some types of shock struts, a metering tube
replaces the metering pin, but shock strut operation
is the same (figure 94).
Some shock struts are equipped with a damping
or snubbing device consisting of a recoil valve on
alve
tube
FIGURE !U. Landing gear lock rtrut of the
metering tube type.
the piston or recoil tube to reduce the rebound
during the extension stroke and to prevent too
rapid extension of the shock strut. This could result
in a sharp impact at the end of the stroke and
possible damage to the aircraft and the landing
gear.
The majority of shock struts are equipped with
an axle attached to the lower cylinder to provide
for installation of the wheels. Shock struts not
equipped with axles have provisions on the end of
the lower cylinder for easy installation of the axle
assembly. Suitable connections are also provided on
all shock struts to permit attachment to the aircraft,
A fitting consisting of a fluid filler inlet and air
valve assembly is located near the upper end of
each shock strut to provide a means of filling the
, strut with hydraulic fluid and inflating it with air.
A packing gland designed to seal the sliding joint
between the upper and lower telescoping cylinders
343
is installed in the open end of the outer cylinder. A
packing gland wiper ring is also installed in a
groove in the lower bearing or gland nut on most
shock struts to keep the sliding surface of the piston
or inner cylinder free from dirt, mud, ice, and
snow. Entry of foreign matter into the packing
gland would result in leaks.
The majority of shock struts are equipped with
torque arms attached to the upper and lower cylin-
ders to maintain correct alignment of the wheel.
Shock struts without torque arms have splined pis-
FIGURE 9-5. Nose gear shock strut.
ton heads and cylinders which maintain correct
wheel alignment.
Nose gear shock struts are provided with an
upper locating cam attached to the upper cylinder
and a mating lower locating cam attached to the
lower cylinder (figure 9-5). These cams line up the
wheel and axle assembly in the straight-ahead posi-
tion when the shock strut is fully extended. This
prevents the nosewheel from being cocked to one
side when the nose gear is retracted, thus prevent-
ing possible structural damage to the aircraft. The
mating cams also keep the nosewheel in a straight-
ahead position prior to landing when the strut is
fully extended. Some nose gear shock struts have
attachments for installing an external shimmy dam-
per.
Generally, nose gear struts are equipped with a
locking (or disconnect) pin to enable quick turning
of the aircraft when it is standing idle on the
ground or in the hangar. Disengagement of this pin
will allow the wheel fork spindle to rotate 360,
thus enabling the aircraft to be turned in a very
small space, as in a crowded hangar.
Nose and main gear shock struts are usually pro-
vided with jacking points and towing lugs. Jacks
should always be placed under the prescribed
points; and when towing lugs are provided, the
towing bar should be attached only to these lugs.
All shock struts are provided with an instruction
plate which gives brief instructions for filling the
strut with fluid and for inflating the strut. The
instruction plate attached near the filler inlet and
air valve assembly also specifies the correct type of
hydraulic fluid to use in the strut. It is of utmost
importance to become familiar with these instruc-
tion prior to filling a shock strut with hydraulic
fluid or inflating it with air.
Figure 9-6 shows the inner construction of a
shock strut and illustrates the movement of the fluid
during compression and extension of thestrut.
The compression stroke of the shock strut begins
as the aircraft wheels touch the ground; the center
of mass of the aircraft continues to move down-
ward, compressing the strut and sliding the inner
cylinder into the outer cylinder. The metering pin is
forced through the orifice and, by its variable
shape, controls the rate of fluid flow at all points of
the compression stroke. In this manner the greatest
possible amount of heat is dissipated through the
walls of the shock strut. At the end of the down-
ward stroke, the compressed air is further com-
pressed, limiting the compression stroke of the strut.
344
Extension strol ke
Compression stroke
7:
Air
Hydraulic fluid
FIGURE 9-6. Shock strut operation.
If there was an insufficient amount of fluid and/or
air in the strut, the compression stroke would not
be limited and the strut would bottom.
The extension stroke occurs at the end of the
compression stroke as the energy stored in the com-
pressed air causes the aircraft to start moving up
ward in relation to the ground and wheels. At this
instant, the compressed air acts as a spring to re-
turn the strut to normal. It is at this point that a
snubbing or damping effect is produced by forcing
the fluid to return through the restrictions of the
snubbing device. If this extension were not
snubbed, the aircraft would rebound rapidly and
tend to oscillate up and down, due to the action of
the compressed air. A .&eve, spacer, or bumper
ring incorporated in the strut limits the extension
stroke.
For efficient operation of shock struts, the proper
fluid level and air pressure must be maintained. To
check the fluid level, the shock strut must be de-
flated and in the fully compressed position. Deflat-
ing a shock strut can be a dangerous operation
unless servicing personnel are thoroughly familiar
with high-pressure air valves. Observe all the neces-
sary safety precautions. Refer to manufacturers in-
structions for proper deflating technique.
Two of the various types of high-pressure air
valves currently in use on shock struts are illus-
trated in figure 9-7. Although the two air valves
3/4-inch hex body
-
valve assembly
(A)
W&inch hex nut
FIGURE 9-7. High-preaaure air valves. :
345
are interchangeable, there are some important dif-
ferences in their construction. One valve (figure
9-7A) contains a valve core and has a 5/8-in.
swivel hex nut. The other air valve (figure 9-7B)
has no valve core and has a 3/4-in. swivel hex nut.
Servicing Shock Struts
The following procedures are typical of those
used in deflating a shock strut, servicing with hy-
draulic fluid, and re-inflating (figure 9-8) :
(1) Position the aircraft so the shock struts
are in the normal ground operating posi-
tion. Make certain that personnel, work-
stands, and other obstacles are clear of the
aircraft. (Some aircraft must be placed on
jacks to service the shock struts.)
(2) Remove the cap from the air valve (figure
9-8A).
(3) Check the swivel hex nut for tightness
with a wrench (figure 9-8B).
(4) If the air valve is equipped with a valve
core, release any air pressure that may be
trapped between the valve core and the
valve seat by depressing the valve core
(figure 9-8C). Always stand to one side
of the valve, since high-pressure air can
cause serious injury, e.g., loss of eyesight.
(5) Remove the valve core (figure 9-8D).
(A)
(D)
(El
(B)
FIGURE !%8. Steps in servicing shock struts.
346
(W
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
Release the air pressure in the strut by
slowly turning the swivel nut counter-
clockwise (figure 9-3E).
Ensure that the shock strut compresses as
the air pressure is released. In some cases,
it may be necessary to rock the aircraft
after deflating to ensure compression of
the strut.
When the strut is fully compressed, the air
valve assembly may be removed (figure
9-3F).
Fill the strut to the level of the air valve
opening with an approved type of hy-
draulic fluid.
Re-install the air valve assembly, using a
new O-ring packing. Torque the air valve
assembly to the values recommended in
the applicable manufacturers instructions.
Install the air valve core.
Inflate the strut, using a high-pressure
source of dry air or nitrogen. Bottled gas
should not be used to inflate shock struts.
On some shock struts the correct amount
of inflation is determined by using a
high-pressure air gage. On others it is de-
termined by measuring the amount of ex-
tension (in inches) between two given
points on the strut. The proper procedure
can usually be found on the instruction
plate attached to the shock strut. Shock
struts should always be inflated slowly to
avoid excessive heating and over inflation.
Tighten the swivel hex nut, using the
torque values specified in the applicable
manufacturers instructions.
Remove the high-pressure air line chuck
and install the valve cap. Tighten the
valve cap finger-tight.
Bleeding Shock Struts
If the fluid level of a shock strut has become
extremely low, or if for any other reason air is
trapped in the strut cylinder, it may be necessary to
bleed the strut during the servicing operation.
Bleeding is usually performed with the aircraft
placed on jacks. In this position the shock struts
can be extended and compressed during the filling
operation, thus expelling all the entrapped air. The
following is a typical bleeding procedure :
(1) Construct a bleed hose containing a fitting
suitable for making an airtight connection
to the shock strut filler opening. The base
should be long enough to reach from the
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
shock strut filler opening to the ground
when the aircraft is on jacks.
Jack the aircraft until all shock struts are
fully extended.
Release the air pressure in the strut to be
bled.
Remove the air valve assembly.
Fill the strut to the level of the filler port
with an approved type hydraulic fluid.
Attach the bleed hose to the filler port and
insert the free end of the hose into a con-
tainer of clean hydraulic fluid, making
sure that this end of the hose is below the
surface of the hydraulic fluid.
Place an exerciser jack (figure 9-9) or
other suitable single-base jack under the
shock strut jacking point. Compress and
extend the strut fully by raising and low-
ering the jack until the flow of air bubbles
from the strut has completely stopped.
Compress the strut slowly and allow it to
extend by its own weight.
Remove the exerciser jack, and then lower
and remove all other jacks.
Remove the bleed hose from the shock
strut.
Install the air valve and inflate the strut.
Hvdraulic fluid
7
bleed hose
FIGURE 9-9. Bleeding a shock strut using an exerciser jack.
347
Shock struts should be inspected regularly for
leakage of fluid and for proper extension. Exposed
portions of the strut pistons should be wiped clean
daily and inspected closely for scoring or corrosion.
MAIN LANDING GEAR ALIGNMENT, SUPPORT,
RETRACTION
The main landing gear consists of several compo-
nents that enable it to function. Typical of these are
the torque links, trunnion and bracket arrange
merits, drag strut linkages, electrical and hydraulic
gear-retraction devices, and gear indicators.
Alignment
Torque links (figure P-10) keep the landing gear
pointed in a straight-ahead direction; one torque
link connects to the shock strut cylinder, while the
other connects to the piston. The links are hinged at
the center so that the piston can move
in the strut.
/
FIGURE 9-10. Torque links.
up or down
Support
To anchor the main gear to the aircraft structure,
a trunnion and bracket arrangement (figure 9-11)
is usually employed. This arrangement is con-
structed to enable the strut to pivot or swing for-
ward or backward as necessary when the aircraft is
being steered or the gear is being retracted. To
restrain this action during ground movement of the
aircraft, various types of linkages are used, one
being the drag strut.
Aircraft structural
FIGURE %ll. Tnmnion and bracket arrangement.
The upper end of the drag strut (figure 9-12)
connects to the aircraft structure, while the lower
end connects to the shock strut. The drag strut is
hinged so that the landing gear can be retracted.
Trunnion bearing surface
Retracting mechanism
FIGURE 9-12. Drag strut linkage.
FIGURE 9-13. Electrical retraction system.
Electrical landing Gear Retraction System
An electrical landing gear retraction system, such
as that shown in figure 9-13, has the following
features :
(1) A motor for converting electrical energy
into rotary motion.
(2) A gear reduction system for decreasing
the speed and increasing the force of rota-
tion.
(3) Other gears for changing rotary motion
(at a reduced speed) into push-pull move-
ment.
(4) Linkage for connecting the push-pull
movement to the landing gear shock
struts.
Basically, the system is an electrically driven jack
for raising or lowering the gear. When a switch
in the cockpit is moved to the up position,
the electric motor operates. Through a system of
shafts, gears, adapters, an actuator screw, and a
torque tube, a force is transmitted to the drag,strut
linkages. Thus, the gear retracts and locks. If the
switch is moved to the down position, the motor
reverses and the gear moves down and locks. The
sequence of operation of doors and gears is similar
to that of a hydraulically operated landing gear
system.
Landing
gear motor
Drag strut
Trunnion
support
Shock strut
Drag strut
Hydraulic Landing Gear Retractiorr Systems
Devices used in a typical hydraulically operated
landing gear retraction system include actuating
cylinders, selector valves, uplocks, downlocks, se-
quence valves, tubing, and other conventional hy-
draulic components. These units are so intercon-
nected that they permit properly sequenced retrac-
tion and extension of the landing gear and the
landing gear doors.
The operation of a hydraulic landing gear retrac-
tion system is of such importance that is must be
covered in some detail. First, consider what hap-
pens when the landing gear is retracted. As the
selector valve (figure 9-14) is moved to the up
position, pressurized fluid is directed into the gear
up line. The fluid flows to each of eight units; to
sequence valves C and D, to the three gear down-
locks, to the nose gear cylinder, and to the two
main actuating cylinders.
Notice what happens to the ffuid flowing to se-
quence valves C and D in figure 9-14. Since the
sequence valves are closed, pressurized fluid cannot
flow to the door cylinders at this time. Thus, the
doors cannot close. But the fluid entering the three
downlock cylinders is not delayed; therefore, the
gear is unlocked. At the same time, fluid also enters
the up side of each gear-actuating cylinder and the
gears begin to retract. The nose gear completes
349
system pressure manifold
@ To return manifold
check valve
Gear cylinder
Gear cylinder
\ I
UP
Close
Down-lock
II
Door cylinder A
lves a
Down-lock
Code
I
9%: Pressure manifold
m Return manifold
xgas Up gear up, door
>:iii.m* close ,he
m Gear down, rlnnr
IF
.-V_
open line
II yp
1 F~CIJRE $14. Hydraulic landing gear retraction system schematic.
350
_
retraction and engages its uplock first, because of
the small size of its actuating cylinder. Also, since
the nose gear door is operated solely by linkage
from the nose gear, this door closes. Meanwhile, the
main landing gear is still retracting, forcing fluid
to leave the downside of each main gear cylinder.
This fluid flows unrestricted through an orifice
check valve, opens the sequence check valve A or B,
and flows through the landing-gear selector valve
into the hydraulic system return line. Then, as the
main gear reaches the fully retracted position and
engages the spring-loaded uplocks, gear linkage
strikes the plungers of sequence valves C and D.
This opens the sequence check valves and allows
pressurized fluid to flow into the door cylinders,
closing the landing gear doors.
Wing landing Gear Operation
A typical wing landing gear operating sequence
is illustrated in figure q-15. The wing landing gear
retracts or extends when hydraulic pressure is ap-
plied to the up or down side of the gear actuator.
The gear actuator applies the force required to
raise and lower the gear. The actuator works in
conjunction with a walking beam to apply force to
the wing gear shock strut, swinging it inboard and
forward into the wheel well. Both the actuator and
the walking beam are connected to lugs on the
landing gear trunnion. The outboard ends of the
actuator and walking beam pivot on a beam hanger
which is attached to the aircraft structure. A wing
landing gear locking mechanism located on the out-
board side of the wheel well locks the gear in the
up position. Locking of the gear in the bbdown
position is accomplished by a downlock bungee
which positions an upper and lower jury strut so
that the upper and lower side struts will not fold.
EMERGENCY EXTENSION SYSTEMS
The emergency extension system lowers the land-
ing gears if the main power system fails. Some
aircraft have an emergency release handle in the
cockpit, which is connected through a mechanical
linkage to the gear uplocks. When the handle is
operated, it releases the uplocks and allows the
gears to free-fall, or extend, under their own
weight. On other aircraft, release of the uplock is
accomplished using compressed air which ie di-
rected to uplock release cylinders.
In some aircraft, design configurations make
emergency extension of the landing gear by gravity
and airloads alone impossible or impractical. In
such aircraft, provisions are included for forceful
gear extension in an emergency. Some installations
are designed so that either hydraulic fluid, or corn.
pressed air provides the necessary pressure; while
others use a manual system for extending the land-
ing gears under emergency conditions.
Hydraulic pressure for emergency operation of
the landing gear may be provided by an auxiliary
hand pump, an accumulator, or an electrically pow-
ered hydraulic pump, depending upon the design of
the aircraft.
LANDING GEAR SAFETY DEVICES
Accidental retraction of a landing gear may be
prevented by such safety devices as mechanical
downlocks, safety switches, and ground locks. Me-
chanical downlocks are built-in parts of a gear-re.
traction system and are operated automatically by
the gear-retraction system. To prevent accidental
operation of the downlocks, electrically operated
safety switches are installed.
Safety Switch
A landing gear safety switch (figure 9-16) in the
landing gear safety circuit is usually mounted in a
bracket on one of the main gear shock struts. This
switch is actuated by a linkage through the landing
gear torque links. The torque links spread apart or
move together as the shock strut piston extends or
retracts in its cylinder. When the strut is com-
pressed (aircraft on the ground), the torque links
are close together, causing the adjusting links to
open the safety switch. During takeoff, as the weight
of the aircraft leaves the struts, the struts and torque
links extend, causing the adjusting links to close
the safety switch, As shown in figure 9-16, a ground
is completed when the safety switch closes, The
solenoid then energizes and unlocks the selector
valve so that the gear handle can be positioned to
raise the gear.
Ground locks
In addition to this safety device, most aircraft are
equipped with additional safety devices to prevent
collapse of the gear when the aircraft is on the
ground. These devices are called ground locks. One
351
+
Inboard
In transit
Lower
side strut
Down and locked
\ LI I
F~XRE 9-15. Wing landing gear operating sequence.
352
Control handle 4
28V
dc
bus
bar
FIGURE 9-16. Typical landing gear safety circuit.
common type is a pin installed in aligned holes
drilled in two or more units of the landing gear
support structure. Another type is a spring-loaded
clip designed to fit around and hold two or more
units of the support structure together. All types of
ground locks usually have red streamers perma-
nently attached to them to readily indicate whether
or not they are installed.
Gear Indicators
To provide a visual indication of landing gear
position, indicators are installed in the cockpit or
flight compartment.
Gear warning devices are incorporated on all re-
tractable gear aircraft and usually consist of a horn
or some other aural device and a red warning light.
The horn blows and the light comes on when one or
more throttles are retarded and the landing gear is
in any position other than down and locked.
Several designs of gear position indicators are
available. One type displays movable miniature
landing gears which are electrically positioned by
movement of the aircraft gear. Another type con-
sists of two or three green lights which burn when
the aircraft gear is down and locked. A third type
(figure 9-17) consists of tab-type indicators with
markings up to indicate that the gear is up and
locked, a display of red and white diagonal stripes
to show when the gear is unlocked, or a silhouette
of each gear to indicate when it locks in the
down position.
Nosewheel Centering
Centering devices include such units as internal
Warning light (off)-@
l3gl yll :i
Tab type indicators
(A) Landing Gear Up and Locked
Diagonal red and fluorescent stripes
(B) Gear unlocked and in an intermediate position
Warning light (off)-@
Silhouette of wheels
(C) Landing gear Down and Locked
FIGURE 9-17. A typical gear position indicator
and warning light.
centering cams (figure 9-18) to center the nose
wheel as it retracts into the wheel well. If a centering
unit were not included in the system, the fuselage
wheel well and nearby units could be damaged.
During retraction of the nose gear, the weight of
the aircraft is not supported by the strut. The strut
is extended by means of gravity and air pressure
within the strut. As the strut extends, the raised
area of the piston strut contacts the slopping area
of the fixed centering cam and slides along it. In SO
doing, it aligns itself with the centering cam and
rotates the nose gear piston into a straight-ahead
direction.
The internal centering cam is a feature common
to most large aircraft. However, other centering
353
Rod connected
Cylinder
to cylinder strut
I
Shock strut piston
FIGURE 9-18. Cutaway view of a nose gear internal
centering cam.
devices are commonly found on small aircraft.
Small aircraft characteristically incorporate an ex-
ternal roller or guide pin on the strut. As the strut
is folded into the wheel well on retraction, the roller
or guide pin will engage a ramp or track mounted
to the wheel well structure. The ramp/track guides
the roller or pin in such a manner that the nose
wheel is straightened as it enters its well.
In either the internal cam or external track ar-
rangement, once the gear is extended and the
weight of the aircraft is on the strut, the nose wheel
may be turned for steering.
NOSEWHEEL STEERING SYSTEM
light Aircraft
Light aircraft are commonly provided nosewheel
steering capabilities through a simple system of me-
chanical linkage hooked to the rudder pedals. Most
common applications utilize push-pull rods to
connect the pedals to horns located on the pivotal
portion of the nosewheel strut.
Heavy Aircraft
Large aircraft, with their larger mass and a need
for positive control, utilize a power source for nose.
wheel steering. Even though large aircraft nose-
wheel steering system units differ in their construc-
tion features, basically all of these systems work in
approximately the same manner and require the
same sort of units. For example, each steering sye-
tern (figure 9-19) usually contains:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
A cockpit control, such as a wheel, handle,
lever, or switch to allow starting, stopping,
and to control the action of the system.
Mechanical, electrical, or hydraulic
connections for transmitting cockpit con-
trol movements to a steering control unit.
A control unit, which is usually a meter-
ing or control valve.
A source of power, which is, in most in.
stances, the aircraft hydraulic system.
Tubing for carrying fluid to and from
various parts of the system.
One or more steering cylinders, together
with the required linkages, for using pres-
surized fluid to turn the nose gear.
A pressurizing assembly to keep fluid in
each steering cylinder always under pres-
sure, thereby preventing shimmy.
A followup mechanism, consisting of
gears, cables, rods, drums, and/or bell-
cranks, for returning the steering control
unit to NEUTRAL and thus holding the
nose gear at the correct angle of turn.
Safety valves to allow the wheels to trail
or swivel, in the event of hydraulic fail-
ure.
354
Steering emergency
release switch
Steering wheel
I
Differential link
Differential arm
Differential
assembly
Followup cables
ulleys
FIGURE 9-19. Nosewheel system mechanical
and hydraulic units.
Nosewheel Steering Operation
The nosewheel steering wheel connects through a
shaft to a steering drum located inside the cockpit
control pedestal. The rotation of this drum trans.
355
mits the steering signal by means of cables and
pulleys to the control drum of the differential as-
sembly. Movement of the differential assembly is
transmitted by the differential link to the metering
valve assembly, where it moves the selector valve to
the selected position. Then hydraulic pressure
provides the power for turning the nose gear.
As shown in figure 9-20, pressure from the air-
craft hydraulic system is directed through the
opened safety shutoff valve and into a line leading
to the metering valve. This metering valve then
routes pressurized fluid out of port A, through the
right-turn alternating line, and into steering cylin-
der A. This is a one-port cylinder, and pressure
forces the piston to start extending. Since the rod of
this piston connects to the nose steering spindle,
which pivots at point X, the extension of the piston
turns the steering spindle gradually toward the
right. This action turns the nose gear slowly toward
the right, because the spindle is connected to the
nose gear shock strut. As the nose gear turns right,
fluid is forced out of cylinder B, through the left-
turn alternating line, and into port B of the meter-
ing valve. The metering valve sends this return fluid
into a compensator, which routes the fluid into the
aircraft system return manifold.
Thus, hydraulic pressure starts the nose gear
turning. However, the gear should not be turned
too far. The nose gear steering system contains
devices to stop the gear at the selected angle of turn
and hold it there.
Followup Linkage
As already pointed out, the nose gear is turned
by the steering spindle as the piston of cylinder A
(figure 9-20) extends. But the rear of the spindle
has gear teeth which mesh with a gear on the bot-
tom of the orifice rod. Thus, as the nose gear and
its spindle turn, the orifice rod also turns, although
in the opposite direction. This rotation is transmit-
ted by the two sections of the orifice rod to the
scissor followup links (figure g-19)) located at the
top of the nose gear strut. As the followup links
return, they rotate the connected followup drum,
which transmits the movement by cables and pulleys
to the differential assembly. Operation of the differ-
ential assembly causes the differential arm and links
to move the metering valve back toward the neutral
position.
The compensator unit (figure 9-21) which is a
part of the nosewheel system keeps fluid in the
steering cylinders pressurized at all times. This hy-
draulic unit consists of a three-port housing, which
encloses a spring-loaded piston and poppet. The left
port is an air vent, which prevents trapped air at
the rear of the piston from interfering with move-
ments of the piston. The second port, located at the
top of the compensator, connects through a line to
the metering valve return port. The third port is
located at the right side of the compensator. This
port, which is connected to the hydraulic return
Orifice rod 4
Nose steering
swindle r-\
From hydraulic system
Safety shutoff valv
ressure manifold
4
Steering cylinder B
Poppet
,
Emergency bypass valve Metering
Return port
To hydraulic
1
I
11~---1~1-----------~~~~~~~
Right turn line P .-
Port A
i(qLtor FFturn
Port B
Steering cylinder A
~//fl Pressurized fluid
I Return fluid
manifold, routes the steering system return fluid
into the manifold when the poppet valve is open.
The compensator poppet opens when pressure
acting on the piston becomes high enough to com-
press the spring. This requires 100 p.s.i.; therefore,
fluid in the metering valve return line contains fluid
trapped under that pressure. Now, since pressure in
a confined fluid is transmitted equally and undimin-
ished in all directions (Pascals law), 100 p.s.i. also
exists in metering valve passage H and in chambers
From pressure
manifold
Drilled passage I-I
etum port
Metering valve
Air
ven
Compensator
Housing
To hydraulic
return manifold
FIGURE 9-21. Cutaway view of metering valve and
compensator.
FIGURE 9-W. Nosewheel steering hydraulic flow diagram.
E, D, G, and F (figure 9-21). This same pressure is
also applied in the right- and left-turn alternating
lines as well as in the steering cylinders themselves.
SHIMMY DAMPERS
A shimmy damper controls vibration, or shimmy,
through hydraulic damping. The damper is either
attached to or built integrally with the nose gear
and prevents shimmy of the nosewheel during taxi-
ing, landing, or takeoff. There are three types of
shimmy dampers commonly used on aircraft: (1)
The piston type, (2) vane type, and (3) features
incorporated in the nosewheel power steering sys-
tem of some aircraft.
Piston-Type Shimmy Damper
The piston-type shimmy damper shown in figure
9-22 consists of two major components: (1) The
cam assembly and (2) the damper assembly. The
shimmy damper is mounted on a bracket at the
lower end of the nose gear shock strut outer cylin-
der.
The cam assembly is attached to the inner cylin-
der of the shock strut and rotates with the nose-
wheel. Actually, the cam consists of two cams that
are mirror images of each other. Lobes on the cams
are so placed that the damping effect offers the
greatest resistance to rotation when the wheel is
centered. The cam follower crank is a U-shaped
casting which incorporates the rollers that follow
the cam lobes to restrict rotation. The arm of the
crank connects to the operating piston shaft.
356
Nose wheel straight ahead Nose wheel castering
Shimmy damper operational schematic
cam follower
r Lock plate
Vent
Shimm!
damper
bracket
Shimmy.
damper
cam
FIGURE 9-22. Typical pistowtypc shimmy damper.
View A-A
C2Ill-I
follower
crank
Tbe damper assembly consists of a spring-loaded up for any fluid loss in the operating cylinder.
reservoir piston to maintain the confined fluid Because of the rod on the operating piston, its
under constant pressure, and an operating cylinder stroke away from the filler end of the piston dis-
and piston. A ball check permits the flow of fluid places more fluid than its stroke toward the filler
from the reservoir to the operating cylinder to make end. This difference is taken care of by the reser-
357
voir orifice, which permits a small flow both ways
between the reservoir and operating cylinder.
A red mark (figure 9-22) on the reservoir indi-
cator rod indicates the fluid level in the reservoir.
When the piston goes into the reservoir so far that
the mark is not visible, the reservoir must be serv-
iced. The operating cylinder houses the operating
piston. A small orifice in the piston head allows
fluid to flow from one side of the piston to the
other. The piston shaft is connected to the arm of
the cam follower crank.
As the nosewheel fork rotates in either direction
(figure 9-22), the shimmy damper cam displaces
the cam follower rollers, causing the operating pis.
ton to move in its chamber. This movement forces
fluid through the orifice in the piston. Since the
orifice is very small, rapid movements of the piston,
which commonly occur during landing and takeoff,
are restricted, and nosewheel shimmy is eliminated.
Gradual rotation of the nosewheel fork is not re-
sisted by the damper. This enables the aircraft to be
steered at slow speeds. If the fork rotates in either
direction until the rollers are over the high spots on
their portions of the cam, further movement of the
nosewheel is practically unrestricted.
The piston-type shimmy damper generally re-
quires a minimum of servicing and maintenance;
however, it should be checked periodically for evi-
dence of hydraulic leaks around the damper assem-
bly, and the reservoir fluid level must be properly
maintained at all times. The cam assembly should
be checked for evidence of binding and for worn,
loose, or broken parts.
Vane-Type Shimmy Damper
The vane-type shimmy damper is located on the
nosewheel shock strut just above the nosewheel fork
and may be mounted either internally or externally.
If mounted internally, the housing of the shimmy
damper is fitted and secured inside the shock strut,
and the shaft is splined to the nosewheel fork. If
mounted externally, the housing of the shimmy
damper is bolted to the side of the shock strut, and
the shaft is connected by mechanical linkage to the
nosewheel fork.
The housing (figure 9-23) is divided into three
Abutment and
valve assembly
\
Replenishing
check valve
Rotating vane
.
3
Dowel pin-
~o~~l~;y~w&;~ a
Closing flange
spring4
retainer
J
I- z
Packing spring
Mounting
\
Wing shaft packing
flange
Wing shaft
FIGURE 9-23. Typical vane-type shimmy damper.
358
main parts: (1) The replenishing chamber, (2) the
working chamber, and (3) the lower shaft packing
chamber.
The replenishing chamber is in the top part of
the housing and stores a supply of fluid under
pressure. Pressure is applied to the fluid by the
spring-loaded replenishing piston and piston shaft
which extends through the upper housing and
serves as a fluid level indicator. The area above the
piston contains the piston spring and is open to
atmosphere to prevent a hydraulic lock. Fluid is
prevented from leaking past the piston by O-ring
packings. A grease fitting provides the means for
filling the replenishing chamber with fluid.
The working chamber is separated from the re-
plenishing chamber by the abutment and valve as-
sembly. The working chamber contains two one-way
ball check valves, which will allow fluid to flow
from the replenishing chamber to the working
chamber only. This chamber is divided into four
sections by two stationary vanes called abutment
flanges, which are keyed to the inner wall of the
housing, and two rotating vanes, which are an inte-
gral part of the wing shaft. The shaft contains the
valve orifice through which the fluid must pass in
going from one chamber to another.
Turning the nosewheel in either direction, causes
the rotating vanes to move in the housing. This
results in two sections of the working chamber
growing smaller, while the opposite two chambers
grow larger. The rotating vane can move only as
fast as the fluid can be displaced from one chamber
to the other. All of the fluid being displaced must
pass through the valve orifice in the shaft. Resist-
ance to the flow of fluid through the orifice is
proportional to the velocity of flow. This means that
the shimmy damper offers little resistance to slow
motion, such as that encountered during normal
steering of the nose gear or ground handling, but
offers high resistance to shimmy on landing, takeoff,
and high-speed taxiing. An automatic orifice adjust-
ment compensates for temperature changes. A bime
tallic thermostat in the shaft opens and closes the
orifice as the temperature and viscosity change.
This results in a constant resistance over a wide
temperature range. In case an exceptionally high
pressure is suddenly built up in the working cham-
ber by a severe twisting force on the nosewheel, the
closing flange moves down, compressing the lower
shaft packing spring, allowing fluid to pass around
the lower ends of the vanes, oreventing structure
damage.
Maintaining the proper fluid level is necessary to
the continued functioning of a vane-type shimmy
damper. If a shimmy damper is not operating prop-
erly, the fluid level is the first item which should be
checked by measuring the protrusion of the indica-
tor rod from the center of the reservoir cover.
Inspection of a shimmy damper should include a
check for evidence of leakage and a complete exami-
nation of all fittings and connections between the
moving parts of the shock strut and the damper
shaft for loose connections.
Fluid should be added only when the indicator
rod protrudes less than the required amount. The
distance the rod should protrude varies with differ-
ent models. A shimmy damper should not be over-
filled. If the indicator rod is above the height speci-
fied on the nameplate, fluid should be bled out of
the damper.
Steer Damper
A steer damper is hydraulically operaied and
accomplishes the two separate functions of steering
and/or eliminating shimmying. The type discussed
here is designed for installation on nose gear struts
and is connected into the aircraft hydraulic system.
A typical steer damper is shown in figure 9-24.
FIGURE 9-24. Typical steer damper.
Basically, a steer damper consists of a closed
cylinder containing rotary vane-type working cham-
bers (similar to the vane-type shimmy damper) and
a valving system.
Steer dampers may contain any even number of
359
working chambers. A steer damper with one vane
on the wing shaft and one abutment leg on the
abutment flange would have two chambers. Simi-
larly, a unit with two vanes on the wingshaft and
two abutment legs on the abutment flange would
have four chambers. The single- or double-vaned
units are the ones most commonly used.
A mechanical linkage is connected from the pro-
truding splined portion of the wing shaft to the
wheel fork and is used as a means for transmitting
force. The linkage on the steer damper may be
connected to a heavy coil spring on the outside of
the reservoir for automatic wheel centering.
The steer damper accomplishes two separate func-
tions: one is steering the nosewheel and the other is
shimmy damping. Only the damping function of the
steer damper is discussed in this section.
The steer damper automatically reverts to damp
ing when, for any reason, the flow of high-pressure
fluid is removed from the inlet of the steer damper.
This high pressure, which activates the steer
damper valving system, is removed from the control
passages by one of two methods, depending on the
installation. When the inlet line is supplied with a
three-way solenoid valve and the high-pressure sup
ply is shut off, the fluid bleeds out of the unit
through the outlet port of the valve to the discharge
line. When a two-way solenoid valve is furnished,
high-pressure fluid leaves the control passages
through an orifice specially provided for this type
of installation which is located in the center of the
return line plunger.
Effective damping is assured by maintaining
unaerated hydraulic fluid in the working chambers.
This is accomplished by allowing air and a very
small amount of hydraulic fluid to leave the work-
ing chambers through strategically located vent
grooves while unaerated fluid is allowed to enter
through replenishing valves from the hydraulic re-
turn line. Excessive pressure in the unit due to
temperature changes is prevented by the thermal
relief valve in the inlet flange.
Daily inspection of a steer damper should include
a check for leakage and a complete inspection of all
hydraulic connections, steer damper mounting bolts
for tightness, and all fittings and connections be-
tween the moving parts of the shock strut and the
steer damper wing shaft.
BRAKE SYSTEMS
Proper functioning of the brakes is of utmost
importance on aircraft. The brakes are used for
slowing, stopping, holding, or steering the aircraft.
They must develop sufficient force to stop the air-
craft in a reasonable distance; brakes must hold the
aircraft for normal engine turnup; and brakes must
permit steering of the aircraft on the ground.
Brakes are installed in each main landing wheel and
they may be actuated independently of each other.
The right-hand landing wheel is controlled by
applying toe pressure to the right rudder pedal and
the left-hand wheel is controlled by tbe left rudder
pedal.
For the brakes to function efficiently, each com-
ponent in the brake system must operate properly,
and each brake assembly on the aircraft must oper-
ate with equal effectiveness. It is therefore impor-
tant that the entire brake system be inspected fre-
quently and an ample supply of hydraulic fluid be
maintained in the system. Each brake assembly
must be adjusted properly and friction surfaces
kept free of grease and oil.
Three types of brake systems are in general use:
(1) Independent systems, (2) power control sys-
tems, and (3) power boost systems. In addition,
there are several different types of brake assemblies
in widespread use.
independent Brake Systems
In general, the independent brake system is used
on small aircraft. This type of brake system is
termed independent because it has its own reser-
voir and is entirely independent of the aircrafts
main hydraulic system.
Independent brake systems are powered by mas-
ter cylinders similar to those used in the conven-
tional automobile brake system. The system is com-
posed of a reservoir, one or two master cylinders,
Brake mdals
L H. brake assembly R.H. brake assembly
FIGURE 9-25. Typical independent brake system.
360
mechanical linkage which connects each master cyl-
inder with its corresponding brake pedal, connect-
ing fluid lines, and a brake assembly in each main
landing gear wheel (figure 9-25).
Each master cylinder is actuated by toe pressure
on its related pedal. The master cylinder builds up
pressure by the movement of a piston inside a
sealed, fluid-filled cylinder. The resulting hydraulic
pressure is transmitted to the fluid line connected to
the brake assembly in the wheel. This results in the
friction necessary to stop the wheel.
When the brake pedal is released, the master
cylinder piston is returned to the off position by
a return spring. Fluid that was moved into the
brake assembly is then pushed back to the master
cylinder by a piston in the brake assembly. The
brake assembly piston is returned to the off posi-
tion by a return spring in the brake. Some light
aircraft are equipped with a single master cylinder
which is hand-lever operated and applies brake
action to both main wheels simultaneously. Steering
on this system is accomplished by nosewheel link-
age.
The typical master cylinder has a compensating
port or valve that permits fluid to flow from the
brake chamber back to the reservoir when excessive
pressure is developed in the brake line due to tem-
perature changes. This ensures that the master cyl-
inder wont lock or cause the brakes to drag.
Various manufacturers have designed master cyl-
Inders for use on aircraft. All are similar in opera-
tion, differing only in minor details and construc-
tion. Two well-known master cylinders-the Good-
year and the Warner-are described and illustrated
in this section.
In the Goodyear master cylinder (figure 9-26)
fluid is fed from an external reservoir by gravity to
the master cylinder. The fluid enters through the
cylinder inlet port and compensating port and fills
the master cylinder casting ahead of the piston and
the fluid line leading to the brake actuating cylin-
der.
FIGURE 9-26. Goodyear master brake cylinder.
Application of the brake pedal, which is linked to
the master cylinder piston rod, causes the piston
rod to push the piston forward inside the master
cylinder casting. A slight forward movement blocks
the compensating port, and the buildup of pressure
begins. This pressure is transmitted to the brake
assembly.
When the brake pedal is released and returns to
the off position, the piston return Spring pushes
the front piston seal and the piston back to full
off position against the piston return stop. This
again clears the compensating port. Fluid that was
moved into the brake assembly and brake connect-
ing line is then pushed back to the master cylinder
by the brake piston which is returned to the ofI)
position by the pressure of the brake piston return
springs. Any pressure or excess volume of fluid is
relieved through the compensating port and passes
back to the fluid reservoir. This prevents the master
cylinder from locking or causing the brakes to
drag.
If any fluid is lost back of the front piston seal
due to leakage, it is automatically replaced from the
fluid reservoir by gravity. Any fluid lost in front of
the piston from leaks in the line or at the brake
assembly is automatically replaced through the pis-
ton head ports, and around the lip of the front
piston seal when the piston makes the return stroke
to the full off position. The front piston seal
functions as a seal only during the forward stroke.
These automatic fluid replacement arrangements
always keep the master cylinder, brake connecting
line, and brake assembly fully supplied with fluid as
long as there is fluid in the reservoir.
The rear piston seal seals the rear end of the
cylinder at all times to prevent leakage of fluid, and
the flexible rubber boot serves only as a dust cover.
The brakes may be applied for parking by a
ratchet-type lock built into the mechanical linkage
between the master cylinder and the foot pedal. Any
change in the volume of fluid due to expansion
while the parking brake is on is taken care of by a
spring incorporated in the linkage. The brakes are
unlocked by application ofsufficient pressure on the
brake pedals to unload the ratchet.
Brake systems employing the Goodyear master
cylinder must be bled from the top down. In no
case should bleeding be attempted from the bottom
up, because it is impossible to remove the air be-
hind the piston seal.
The Warner master cylinder (figure 9-27) incor-
porates a reservoir, pressure chamber, and compen-
361
sating device in a single housing. The reservoir is
vented to the atmosphere through the filler plug,
which also contains a check valve. A fluid level tube
is located in the side of the reservoir housing.
r
1
.
Reservoir
l
l
Filler
Plug
have a parking feature which consists of a ratchet
and spring arrangement. The ratchet locks the unit
in the on position, and the spring compensates
for expansion and contraction of fluid.
Power Brake Control Systems
Power brake control valve systems (figure 9-28)
are used on aircraft requiring a large volume of
fluid to operate the brakes. As a general rule, this
applies to many large aircraft. Because of their
weight and size, iarge wheels and brakes are re-
quired. Larger brakes mean greater fluid displace-
ment and higher pressures, and for this reason in-
dependent master cylinder systems are not practical
on heavy aircraft.
- spring
Fluid
e level
tube
Pilots brake
VdWS
FIGURE 9-27. Warner master brake cylinder.
Toe pressure on the brake pedal is transferred to
the cylinder piston by mechanical linkage. As the
piston moves downward, the compensating valve
closes and pressure is trapped in the pressure cham-
ber. Further movement of the piston forces fluid
into the brake assembly, creating the braking
action. When toe pressure is removed from the
brake pedal, the piston return spring returns the
piston to the of? position. The compensating
device allows fluid to flow to and from the reservoir
and pressure chamber when the brakes are in the
off position and the entire system is under atmos-
pheric pressure.
Certain models of the Warner master cylinder
To Inam To Inam
system system
From rnam ryrtem From rnam ryrtem
-4 t -4 t
Brake svstem
nccumulator
brake
Preswre -I
Return p-0
Actuatmg-~
Emergency-W
From emergency
brake valve
FIGURE 9-28. Typical power brake control valve system.
In this system a line is tapped off from the main
hydraulic system pressure line. The first unit in this
line is a check valve which prevents loss of brake
system pressure in case of main system failure.
The next unit is the accumulator which stores a
reserve supply of fluid under pressure. When the
brakes are applied and pressure drops in the accu-
mulator, more fluid enters from the main system
and is trapped by the check valve. The accumulator
also acts as a surge chamber for excessive loads
imposed upon the brake hydraulic system.
Following the accumulator are the pilots and
copilots control valves. The control valves regulate
and control the volume and pressure of the fluid
which actuates the brakes.
362
Four check valves and two orifice check valves
are installed in the pilots and copilots brake
actuating lines. The check valves allow the flow of
fluid in one direction only. The orifice check valves
allow unrestricted flow of fluid in one direction
from the pilots brake control valve; flow in the
opposite direction is restricted by an orifice in the
poppet. Orifice check valves help prevent chatter.
The next unit in the brake actuating lines is the
pressure relief valve. In this particular system, the
pressure relief valve is preset to open at 825 p.s.i. to
discharge fluid into the return line, and closes at
760 p.s.i. minimum.
Each brake actuating line incorporates a shuttle
valve for the purpose of isolating the emergency
brake system from the normal brake system. When
brake actuating pressure enters the shuttle valve,
the shuttle is automatically moved to the opposite
end of the valve. This closes off the hydraulic
brake system actuating line. Fluid returning from
the brakes travels back into the system to which the
shuttle was last open.
Pressure Ball-Check Brake Control Valve
A pressure ball-check power brake control valve
(figure 9-29) releases and regulates main system
pressure to the brakes and relieves thermal expan-
sion when the brakes are not being used. The main
Cover -
Mounting flange,,T
Return spring,
Pilot pin,
To reservoir -
Cross pin -
FIGURE 9-29. Pressure ball-check power brake control
valve.
parts of the valve are the housing, piston assembly,
and tuning fork. The housing contains three cham-
bers and ports: pressure inlet, brake, and return.
When toe pressure is applied to the brake pedal,
the motion is transmitted through linkage to the
tuning fork. The tuning fork swivels, moving the
piston upward in the cylinder. The first movement
upward causes the piston head to contact a flange
on the pilot pin, closing the return fluid passage.
Further movement upward unseats the ball-check
valve allowing main system pressure to flow into the
brake line. As the pressure increases in the brake
actuating cylinder and line, the pressure also in-
creases on the top side of the piston. When the total
force on top of the piston is greater than the force
applied at the brake pedal, the piston is forced
downward against the bar spring tension. This al-
lows the ball-check valve to seat, closing off system
pressure. In this position, the pressure and return
ports are both closed and the power brake valve is
balanced. This balancing action cuts system pres-
sure down to brake pressure by closing off the
pressure from the main system when the desired
brake pressure is attained. As long as the valve is
balanced, fluid under pressure is trapped in the
brake assembly and line.
Power Brake Control Valve (Sliding Spool Type)
A sliding spool power brake control valve (figure
9-30) basically consists of a sleeve and spool in-
stalled in a housing. The spool moves inside the
sleeve, opening or closing either the pressure or
return port of the brake line. Two springs are pro-
vided. The large spring, referred to in figure 9-30
as the plunger spring, provides feel to the brake
pedal. The small spring returns the spool to the
0fF position.
When the plunger is depressed the large spring
moves the spool closing the return port and opening
the pressure port to the brake line. When the prea-
sure enters the valve, fluid flows to the opposite end
of the spool through a hole when the pressure
pushes the spool back far enough toward the large
spring to close the pressure port, but does not open
the return port. The valve is then in the static
condition. This movement partially compresses the
large spring, giving feel to the brake pedal. When
the brake pedal is released the small spring moves
the spool back and opens the return port. This
allows fluid pressure in the brake line to flow out
through the return port.
363
Pressure Brake Return
under pressure in this area
on Spool resists spring
giving feel to brake pedal
Pressure Brake Return
Pressure Brake Rehn
FIGURE 9-30. Sliding spool power brake control valve.
Brake Debooster Cylinders
In some power brake control valve systems, de-
booster cylinders are used in conjunction with the
power brake control valves. Debooster units are
generally used on aircraft equipped with a high-
pressure hydraulic system and low-pressure brakes.
Brake debooster cylinders reduce the pressure to
the brake and increase the volume of fluid flow.
Figure 9-31 shows a typical debooster cylinder in-
stallation, mounted on the landing gear shock strut
in the line between the control valve and the brake.
As shown in the schematic diagram of the unit,
the cylinder housing contains a small chamber and
a large chamber, a piston with a small head and a
large head, a spring-loaded ball-check valve, and a
piston return spring.
4
Plunger
moving
Constant
4
pressure
( plunger
stationary)
In the off position, the piston assembly is held
at the inlet (or small) end of the debooster by the
piston return spring. The ball-check valve is held on
its seat in the small piston head by a light spring.
Fluid displaced by thermal expansion in the brake
unit can easily push the ball-check valve off its seat
to escape through the debooster back to the power
control valve.
When the brakes are applied, fluid under pres-
sure enters the inlet port to act on the small end of
the piston. The ball check prevents the fluid from
passing through the shaft. Force is transmitted
through the small end of the piston to the large end
of the piston. As the piston moves downward in the
housing a new flow of fluid is created from the
364
1. Emergency system
pressure line
2. Main brake pressure
line
3. Upper support
clamp
4. Packing
5. Packing
6. Debooster cylinder
assembly
7. Piston
8. Piston spring
9. Packing
10. Lower support
clamp
11. Riser tube
12. Packing
13. Tee fitting
14. Brake line (to
pressure relief
vahe)
15. Brake pressure
relief valve
16. Overflow line
17. Brake line (debooster
to shuttle valve)
18. Shock strut
19. Torque link
20. Brake shuttle
valve
21. Upper end cap
22. Snapring
23. Spring retainer
24. Valve spring
25. Ball
28. Ball pedestal
27. Barrel
28. Lower end cap
As a general rule, power boost brake systems are
used on aircraft that land too fast to employ the
independent brake system, but are too light in
weight to require power brake control valves.
In this type of system, a line is tapped off the
main hydraulic system pressure line, but main hy-
draulic system pressure does not enter the brakes.
Main system pressure is used only to assist the
pedals through the use of power boost master cylin-
ders.
FIGURE 931. Brake debooster cylinder.
A typical power boost brake system (figure
9-32) consists of a reservoir, two power boost mas-
ter cylinders, two shuttle valves, and the brake as-
sembly in each main landing wheel. A compressed
air bottle with a gage and release valve is installed
for emergency operation of the brakes. Main hy
draulic system pressure is routed from the pressure
manifold to the power master cylinders. When the
brake pedals are depressed, fluid for actuating the
brakes is routed from the power boost master cylin-
ders through the shuttle valves to the brakes.
large end of the housing through the outlet port to
When the brake pedals are released, the main
the brakes. Because the force from the small piston
system pressure port in the master cylinder is
head is distributed over the greater area of the
closed. Fluid that was moved into the brake assem-
large piston head, pressure at the outlet port is
reduced. At the same time, a greater volume of fluid
is displaced by the large piston head than that used
to move the small piston head.
Normally, the brakes will be fully applied before
the piston has reached the lower end of its travel.
However, if the piston fails to meet sufficient resist-
ance to stop it (due to a loss of fluid from the
brake unit or connecting lines), the piston will con-
tinue to move downward until the riser unseats the
ball-check valve in the hollow shaft. With the ball-
check valve unseated, fluid from the power control
valve will pass through the piston shaft to replace
the lost fluid. Since the fluid passing through the
piston shaft acts on the large piston head, the piston
will move up, allowing the ball-check valve to seat
when pressure in the brake assembly becomes nor-
mal.
When the brake pedals are released pressure is
removed from the inlet port, and the piston return
spring moves the piston rapidly back to the top of
the debooster. The rapid movement causes a suction
in the line to the brake assembly, resulting in faster
release of the brakes.
Power Boost Brake Systems
To reservoir
-- -
- Main pressure - Brake line
a Emer. air pressure - Return
1. Brake reservoir 6. Shuttle valve
2. Power boost 7. Air vent
master cylinder 8. Main system
3. Emergency pressure manifold
brake control 9. Emergency air
4. Air release valve bottle
5. Wheel brake 10. Emergency air gage
FIGURE 9-32. Power boost master cylinder brake system.
bly is forced out the return port by a piston in the
brake assembly, through the return line to the brake
reservoir. The brake reservoir is connected to the
main hydraulic system reservoir to assure an ade-
quate supply of fluid to operate the brakes.
Nose Wheel Brakes
Many transport type aircraft such as the B-727
have brakes installed on the nose wheel. Move-
ment of either right or left brake pedal will actuate
the corresponding right or left main gear brake
metering valve.
Movement of both brake pedals together will
apply both main gear brakes and the nose gear
brakes after approximately half the pedal stroke.
Actuation of one brake pedal for directional con-
trol braking will not actuate the nose gear brakes
until nearly the end of the pedal stroke. Nose
gear brake application is covitrolled through the
brake differential linkage.
When the hrake pedals are depressed the differ-
ential directs the force through linkage to the main
gear metering valve first. After this valve is
opened, continued movement of the brake pedals
is ,directed to the nose gear metering valve, open-
ing it and activating the brakes. Rose wheel
braking is available above 15 mph from straight
ahead to approximately 6 of steering. At this
point the nose wheel steering brake cutoff switch
activates the anti skirt valve and shuts off nose
wheel braking. Th ere is no nose wheel braking
below 15 mph.
BRAKE ASSEMBLIES
Brake assemblies commonly used on aircraft are
the single-disk, dual-disk, multiple-disk, segmented
rotor, or expander tube types. Tht single- and
dual-disk types are more commonly used on small
aircraft; the multiple-disk type is normally used on
medium-sized aircraft; and the segmented rotor and
expander tube types are commonly found on heav-
ier aircraft.
Single-Disk Broker
With the single-disk brake, braking is accom-
plished by applying friction to both sides of a
rotating disk which is keyed to the landing gear
wheel. There are several variations of the single-
disk biake; however, all operate on the same prin-
ciple and differ mainly in the number of cylinders
and the type of brake housing. Brake housings may
be either the one-piece or divided type. Figure 9-33
shows a single-disk brake installed on an aircraft,
with the wheel removed. The brake housing is
attached to the landing gear axle flange by mounting
bolts.
FIGURE 9-33. Typical single-disk brake installation
Figure 9-34 shows an exploded view of a typical
single-disk brake assembly. This brake assembly has
a three-cylinder, one-piece housing. Each cylinder
366
1. Brake disk 13. Brake return spring
2. Lining puck
14. Adjusting pin
3. Adjusting pin nut
15. Bleeder screw
4. Cylinder head
16. Washer
5. O-ring gasket
17. Bleeder valve
6. O-ring packing 18. Bleeder adapter
7. Adjusting pin grip 19. Gasket
8. Washer 20. Fluid inlet bushing
9. O-ring packing 21. Gasket
10. Piston 22. Screw
11. Internal retainer ring 23. Washer
1.2. Spring guide 24. Brake housing
FIGURE 9-34. Exploded view of single-disk brake aesembly.
in the housing contains a piston, a return spring,
side of the rotating disk and three on the outboard
and an automatic adjusting pin.
side of the rotating disk. These brake linings are
There are six brake linings, three on the inboard
often referred to as pucks. The outboard lining
367
pucks are attached to the three pistons and move in
and out of the three cylinders when the brakes are
operated. The inboard lining pucks are mounted in
recesses in the brake housing and are therefore
stationary.
Hydraulic pressure from the brake control unit
enters the brake cylinders and forces the pistons
and their pucks against the rotating disk. The rotat-
ing disk is keyed to the landing gear wheel so that
it is free to move laterally within the brake cavity
of the wheel. Thus, the rotating disk is forced into
contact with the inboard pucks mounted in the
housing. The lateral movement of the rotating disk
ensures equal braking action on both sides of tbe
disk.
When brake pressure is released, the return
springs force the pistons back to provide a preset
clearance between the pucks and the disk. The self-
adjusting feature of the brake will maintain the
desired puck-to-disk clearance, regardless of lining
wear.
When the brakes are applied, hydraulic pressure
moves each piston and its puck against the disk. At
the same time, the piston pushes against the adjust-
ing pin (through the spring guide) and moves the
pin inboard against the friction of the adjusting pin
grip. When pressure is relieved, the force of the
return spring is sufficient to move the piston away
from the brake disk but not enough to move the
adjusting pin, which is held by the friction of the
pin grip. The piston moves away from the disk until
it stops against the head of the adjusting pin. Thus,
regardless of the amount of wear, the same travel of
the piston will be required to apply the brake.
Maintenance of the single-disk brake may include
bleeding, performing operational checks, checking
lining wear, checking disk wear, and replacing
worn linings and disks.
A bleeder valve is provided on the brake housing
for bleeding the single-disk brake. Always bleed
brakes in accordance with the applicable manufac-
turers instructions.
Operational checks are made during taxiing.
Braking action for each main landing gear wheel
should be equal, with equal application of pedal
pressure and without any evidence of soft or
spongy action. When pedal pressure is released, the
brakes should release without any evidence of drag.
Dud-Disk Brakes
Dual-disk brakes are used on aircraft when more
braking friction is desired. The dual-disk brake is
very similar to the single-disk type, except that two
rotating disks instead of one are used.
Multiple-Disk Brakes
Multiple-disk brakes are heavy-duty brakes, de-
signed for use with power brake control valves or
power boost master cylinders. Figure 9-35 is an
exploded view of the complete multiple-disk brake
assembly. The brake consists of a bearing carrier,
four rotating disks called rotors, three stationary
disks called stators, a circular actuating cylinder, an
automatic adjuster, and various minor components.
Regulated hydraulic pressure is applied through
the automatic adjuster to a chamber in the bearing
carrier. The bearing carrier is bolted to the shock
strut axle flange and serves as a housing for the
Beari& carrier and sleeve
Pressure plate and
stator
Rotor
Backup plate
Backup plate retainer
Locking piece
i---a
FIGURE %35. Multiple-disk brake.
annular actuating piston. Hydraulic pressure forces
the annular piston to move outward, compressing
the rotating disks, which are keyed to the landing
wheel and compressing the stationary disks, which
are keyed to the bearing carrier. The resulting fric-
tion causes a braking action on the wheel and tire
assembly.
When the hydraulic pressure is relieved, the re-
tracting springs force the actuating piston to retract
into the housing chamber in the bearing carrier.
The hydraulic fluid in the chamber is forced out by
the returning of the annular actuating piston, and is
bled through the automatic adjuster to the return
line. The automatic adjuster traps a predetermined
amount of fluid in the brake, an amount just suffi-
cient to give correct clearances between the rotating
disks and stationary disks.
Maintenance of the multiple-disk brake may in-
clude bleeding, checking disks for wear, replacing
disks, and performing operational checks.
Piston return spring
Bleeder valves are provided, making it possible to
bleed the brake in any position. Bleeding should be
accomplished according to the instructions for the
specific aircraft.
The disks are checked for wear using a gage
equipped with a movable slide, a stop pin, and an
anvil.
Segmented Rotor Brakes
Segmented rotor brakes are heavy-duty brakes,
especially adapted for use with high-pressure hy-
draulic systems. These brakes may be used with
either power brake control valves or power boost
master cylinders. Braking is accomplished by means
of several sets of stationary, high-friction type
brake linings making contact with rotating (rotor)
segments. A cutaway view of the brake is shown in
figure 9-36.
The segmented rotor brake is very similar to the
multiple-disk type described previously. The brake
Tire -
Adjuster pin sleeve
Brake
lining
disk -
Drive sleeve bolts
I
Stator plate
Brake lining d&k
( typical )
Backing plate -/ -.
FIGURE 9-36. Segmented rotor brake assembly unita
369
assembly consists of a carrier, two pistons and pis
ton cup seals, a pressure plate, an auxiliary stator
plate, rot0 segments, stator plates, a compensating
shim, automatic adjusters, and a backing plate.
The carrier assembly is the basic unit of tL-
brake. It is the part which is attached to the land-
ing gear shock strut flange upon which the other
components are assembled. Two grooves, or cylin-
ders, are machined in the carrier to receive the
piston cups and pistons. Hydraulic fluid is admitted
to these cylinders through a line which is attached
to a threaded boss on the outside of the carrier.
The automatic adjusters are threaded into equally
spaced holes (figure 9-36) located in the face of
the carrier. The adjusters compensate for lining
wear by maintaining a fixed running clearance with
the brake in the off position. Each automatic
adjuster is composed of an adjuster pin, adjuster
clamp, return spring, sleeve, nut, and clamp hold-
down assembly.
The pressure plate is a flat, circular, nonrotating
plate, notched on the inside diameter to fit over the
stator drive sleeves.
Following the pressure plate is the auxiliary sta-
tor plate. This is also a nonrotating plate, notched
on the inside diameter. Brake lining is riveted to
one side of the auxiliary stator plate.
The next unit in the assembly is the first of
several rotor segments. Each rotor plate is notched
on the outside circumference. This enables it to be
keyed to the landing gear wheel and rotate with it.
This particular model of the segmented rotor brake
has four sets of these rotor segments.
Mounted between each of the rotor segments is a
stator plate (figure 9-37). The stator plates are
non-rotating plates and have brake linings riveted
(Ahxihy stator
Pressure plate
Annular ring piston
L-Lining
FICURE 9-37. Cross section of a segmented rotor brake.
to both sides. The linings are in the form of multi-
ple blocks, separated to aid in the dissipation of
heat.
Following the last rotor segment is the compen-
sating shim. The compensating shim is provided so
that all the brake lining available for wear can be
used. Without the shim, only about one-half of the
lining could be used due to the limited travel of the
pistons. After approximately one-half of the brake
lining has been used, the shim is removed. The
adjuster clamp is then re-positioned on the auto-
matic adjuster pin, restoring piston travel so that
the remaining lining can be used.
The backing plate (figure 9-38) is the final unit
in the assembly and is a non-rotating plate with
brake linings riveted to one side. The backing plate
receives the ultimate hydraulic force resulting from
brake application.
Backing plate and lining assy.
Drive sleeve bolt nuts
FIGURE 9-38. Backing plate installed.
Hydraulic pressure released from the brake con-
trol unit enters the brake cylinders and acts on the
piston cups and pistons forcing them outward from
the carrier. The pistons apply force against the
pressure plate, which in turn pushes against the
auxiliary stator. The auxiliary stator contacts the
first rotor segment, which in turn engages the first
stator plate. Lateral movement continues until all
the braking surfaces are in contact. The auxiliary
stator plate, the stator plates, and the backing plute
are prevented from rotating by the stator drive
sleeves. Thus, the non-rotating linings are all forced
370
in contact with the rotors, creating enough friction
to stop the wheel to which the rotors are keyed.
The function of the automatic adjuster is depend-
ent upon the correct friction between the adjuster
pin and the adjuster clamp. Adjustment of brake
running clearance is governed by the distance ob-
tained between the adjuster washer and the end of
the adjuster nut when the brake is assembled.
During brake application, the pressure plate
moves toward the rotors. The washer moves with
the pressure plate, causing the spring to compress.
As piston travel increases and as the pressure plate
moves farther, the lining then comes in contact with
the rotor segments. As the linings wear, the pres-
sure plate continues to move and eventually comes
into direct contact with the adjuster sleeve through
the adjuster washer. Thus, no further force is ap-
plied to the spring. Additional travel of the pressure
plate caused by lining wear will force the adjuster
pin to slide through the adjuster clamp.
When hydraulic pressure in the brake is released,
the return spring forces the pressure plate to return
until it bottoms on the shoulder of the adjuster pin.
As this cycle is repeated during brake application
and release, the adjuster pin will advance through
the adjuster clamp due to lining wear, but the run-
ning clearance will remain constant.
Brake block
Frame
_
FIGURE 9-39. Assembled expander tube brake.
Expander Tube Brakes
The expander tube brake (figure 9-39) is a low-
pressure brake with 360 of braking surface. It is
light in weight, has few moving parts, and may be
used on large aircraft as well as on small aircraft.
An exploded view of the expander tube brake is
shown in figure 940. The main parts of the brake
are the frame, expander tube, brake blocks, return
springs, and clearance adjuster.
The brake frame is the basic unit around which
the expander tube brake is built. The main part of
the frame is a casting which is bolted to the torque
flange of the landing gear shock strut. Detachable
metal sides form a groove around the outer circum-
ference into which moving parts of the brake are
fitted.
The expander tube is made of neoprene rein-
forced with fabric, and has a metal nozzle through
which fluid enters and leaves the tube.
The brake blocks are made of special brake lin-
ing material, the actual braking surface being
strengthened by a backing plate of metal. The brake
blocks are held in place around the frame and are
prevented from circumferential movement by the
torque bars.
The brake return springs are semi-elliptical or
half-moon in shape. One is fitted between each sepa-
ration in the brake blocks. The ends of the return
springs push outward against the torque bars, while
the bowed center section pushes inward, retracting
the brake blocks when the brakes are released.
When hydraulic fluid under pressure enters the
expander tube the tube expands. Since the frame
prevents the tube from expanding inward and to the
sides, all movement is outward. This forces the
brake blocks against the brake drum, creating fric-
tion. The tube shields prevent the expander tube
from extruding out between the blocks, and the
torque bars prevent the blocks from rotating with
the drum. Friction created by the brake is directly
proportional to brake line pressure.
The clearance adjuster (figure 940) consists of
a spring-loaded piston acting behind a neoprene
diaphragm. It closes off the fluid passage in the
inlet manifold when the spring tension is greater
than the fluid pressure in the passage. Tension on
the spring may be increased or decreased by turn-
ing the adjustment screw. Some of the older models
of the expander tube brake are not equipped with
clearance adjusters.
For brakes equipped with adjusters, clearance be-
tween the brake block= and drum is usually set to a
371
Expander tube
\
Torque
Frame
\
Adjuster
I r
Brake frame bolt
FIGURE 94. Exploded view of expander tube brakes.
minimum of 0.002 to 0.015 in., the exact setting
depending on the particular aircraft concerned. All
brakes on the same aircraft should be set to the
same clearance.
To decrease clearance, turn the adjuster knob
clockwise; to increase clearance, turn the adjuster
knob counterclockwise. It should be kept in mind,
however, that turning the adjuster knob alone does
not change the clearance. Thebrakes must be ap-
plied and released after each setting of the adjuster
knob to change the pressure in the brake and
thereby change the brake clearance.
INSPECTION AND MAINTENANCE OF BRAKE
SYSTEMS
Proper functioning of the brake system is of the
utmost importance. Hence, conduct inspections at
frequent intervals, and perform needed maintenance
promptly and carefully.
When checking for leaks, make sure the system is
under operating pressure. However, tighten any
loose fittings with the pressure off. Check all flexi-
ble hoses carefully for swelling, cracking, or soft
spots, and replace if evidence of deterioration is
noted.
Maintain the proper fluid level at all times to
prevent brake failure or the introduction of air into
the system. Air in the system is indicated by a
spongy action of the brake pedals. If air is present
in the system, remove it by bleeding the system.
There are two general methods of bleeding brake
systems-bleeding from the top downward (gravity
method) and bleeding from the bottom upward
(pressure method). The method used generally de-
pends on the type and design of the brake system to
be bled. In some instances it may depend on the
bleeding equipment available. A general description
of each method follows.
Gravity Method of Bleeding Brakes
In the gravity method, the air is expelled from
the brake system through one of the bleeder valves
provided on the brake assembly (figure 941).
A bleeder hose is attached to the bleeder valve,
and the free end of the hose is placed in a recepta-
FIGURE 941. Gravity method of bleeding brakes.
372
cle containing enough hydraulic fluid to cover the
end of the hose. The air-laden fluid is then forced
from the system by operating the brake. If the
brake system is a part of the main hydraulic system,
a portable hydraulic test stand may be used to
supply the pressure. If the system is an independent
master cylinder system, the master cylinder will sup-
ply the necessary pressure. In either case, each time
the brake pedal is released the bleeder valve must
either be closed pr the bleeder hose pinched off;
otherwise, more air will be drawn back
system. Bleeding should continue until no
bubbles come through the bleeder hose
container.
Pressure Method of Bleeding Brakes
In the pressure method, the air is
into the
more air
into the
expelled
through the brake system reservoir or other spe
cially provided location. Some aircraft have a
bleeder valve located in the upper brake line. In
using this method of bleeding, pressure is applied
using a bleed tank (figure !L42). A bleed tank is a
portable tank containing hydraulic fluid under pres-
sure. The bleeder tank is equipped with an air valve,
air gage, and a connector hose. The connector hose
attaches to the bleeder valve on the brake assembly
and is provided with a shutoff valve.
\
FIGURE 9-42. Pressure method of bleeding brakes.
Perform this method of bleeding strictly in
accordance with the specific manufacturers instruc-
tions for the aircraft concerned.
Although the bleeding of individual systems pre-
sents individual problems, observe the following
precautions in all bleeding operations:
(1) Be certain that the bleeding equipment to
be used is absolutely clean and is filled
with the proper type of hydraulic fluid.
(2) Maintain an adequate supply of fluid dur-
ing the entire operation. A low fluid sup-
ply will allow air to be drawn into the
system.
(3) Bleeding should continue until no more
air bubbles are expelled from the system,
and a firm brake pedal is obtained.
(4) After the bleeding operation is completed,
check the reservoir fluid level. With brake
pressure on, check the entire system for
leaks.
Brakes which have become overheated from ex-
cessive braking are dangerous and should be
treated accordingly. Excessive brake heating weak-
ens the tire and wheel structure and increases tire
pressure.
AIRCRAFT LANDING WHEELS
Aircraft wheels provide the mounting for tires
which absorb shock on landing, support the aircraft
on the ground and assist in ground control during
taxi, takeoff and landing. Wheels are usually
made from either aluminum or magnesium. Either
of these materials provides a strong, light weight
wheel requiring very little maintenance.
1. Split wheel-the most popular type. (Figures
9-43 and 944 Heavy aircraft wheel, Figures
9-45 and 9-46 Light aircraft wheel.)
2. Removable Range type Figure 9-$7.
3. Drop center fixed flange type Figure 9-48.
The split wheel is used on most aircraft today.
Illustrations of wheels used on light civilian type
and heavy transport type aircraft are shown to
illustrate the similarities and differences.
Split Wheels
Figures 9-43 and 9-44 and the description that
follows were extracted from the B.F. Goodrich
maintenance manual on wheels. The wheel illus-
trated in figure 9-43 is used on the Boeing B-727
transport aircraft.
Description-The numbers in parenthesis refer
to figures 9-23 and 9-44.
A.
B.
The main landing gear wheel is a tubeless,
split-type assembly made of forged
aluminum.
The inner and outer wheel half assemblies
are fastened together by 18 equally spaced
tie bolts (ll), secured with nuts (9). A
tubeless tire valve assembly installed in the
web of the inner wheel half (48), with
the valve stem (7) protruding through a
vent hole in the outer wheel half (30)) is
used to inflate the tubeless tire used with
373
hda No.
1
:
4
5
6
;:
9
10
11
12
13
14
15
18
17
18
ki
21
22
f
WHEEL. LANDING GEAR, 49 x 17. TUBELESS, MAIN
CONE BEARING
RING. RETAINING
SEAL
CONE. BEARING
VALVE ASSY. TUBELESS TIRE
CAP, VALVE
VALVE. INSIDE
srzM, VALVE
GROMMET. RUBBER (TIRE AND RIM ASSOC.)
NIIT
WASHER
BOLT
WASHER
PACKING PREFORMED
PACKING, PREFORMED
PLUG. MACHINE THD. THERMAL PRESSURE
RELIEF, ASSY OF
PACKING. PREFORMED
WHEEL HALF ASSY. OUTER
NUT
WEIGHT. WHEEL BALANCE, l/4 OZ.
BOLT, MACHINE
WASHER
NUT
WASHER, FLAT
BOLT, MACHINE
WASHER, FLAT
FIGURE 9-43. Split wheel-heavy aircraft.
IDENTIFICATION PLATE
INSTRUCTION PLATE
PLATE, IDENTIFICATION
INSERT. HELI-COIL
CUP, BEARING
WHEEL HALF, OUTER
WHEEL HALF, ASSY. INNER
NUT
WEICHT. WHEEL BALANCE, l/4 oz
BOLT, MACHINE
NUT
WASHER, FLAT
IDENTIFICATION PLATE
INSTRUCTION PLATE
BOLT. MACHINE
NUT
WASHER, FLAT
BOLT, MACHINE
BRACKET
SHIELD, HEAT
SCREW
INSERT
INSERT, HELI-COIL
CUP, BEARING
WHEEL HALF, INNER
FIGURE 9-44. Parts list--split wheel, heavy aircraft.
this wheel. Leakage of air from the tubeless
tire through the wheel half mating sur-
faces is prevented by a rubber packing
(14) mounted on the register surface of
the inner wheel half. Another packing
(13) mounted on the inner register sur-
face of the inner wheel half seals the hub
area of the wheel against dirt and mois-
ture.
C. A retaining ring (2) installed in the hub
of the inner wheel half holds the seal (3)
374
D.
and bearing cone (4) in place when
wheel is removed from axle. The seal
retains the bearing lubricant and keeps
out dirt and moisture. Tapered roller
bearings (1, 4, 29, 47) in the wheel half
hubs support the wheel on the axle.
Inserts (45) installed over bosses in the
inner wheel half (48) engage the drive
slots in the brake disks, rotating the disks
as the wheel turns. A heat shield (43),
mounted underneath and between the in-
serts, keeps excessive heat, generated by
the brake, from the wheel and the tire.
Two alignment brackets (42), 160 apart,
are attached with the heat shield to the
wheel half. The brackets prevent brake
disk misalignment during wheel installa-
tion.
E. Three thermal relief pIugs (15), equalIy
spaced and mounted in the web of the
inner wheel half directly under the mating
surfaces, protect against excessive brake
heat expanding the air pressure in the
tire and causing a blowout. The inner
core of the thermal relief plug is made of
fusible metal that melts at a predetermined
temperature, releasing the air in the tire.
A packing (16) is installed underneath
the head of each thermal relief plug to
prevent leakage of air from the tires.
Figures 9-45 and 946 were extracted from the
B.F. Goodrich maintenance manual on wheels. The
wheel illustrated is typical of split wheels used on
light aircraft.
Description--Numbers in parentheses refer to
figures 9115 and 9-46.
A. This main wheel is a tubeless split-type
assembly made of forged aluminum.
B. The inner (24) and outer (16) wheel half
assemblies are fastened together by 8
equally spaced tie bolts (ll), secured with
nuts (9). A tubeless tire valve assembly
c.
D.
installed in the outer wheel half (16) is
used to inflate the 6.50-8 tubeless tire
used with this wheel. Leakage of air from
the tubeless tire through the wheel half
mating surfaces is prevented by a rubber
packing (12) mounted in the mating
surface of the outer wheel half.
A seal (1) retains grease in the bearing
(2) which is installed into bearing cup
(23) inner wheel half, and (15) outer
wheel half. Tapered bearings (2) in-
stalled in the bearing cups in the wheel
halves support the wheel on the axle.
Torque keys (19) installed in cutouts in
the inner rim of the wheel engage the
dri\-e tabs in the brake disks, rotating the
disks as the wheel turns.
Removable Flange Wheels
The drop-center and flat base removable flange
wheels (figure 9-47) have a one-piece flange
held in place by a retainer snap ring. Wheels of
the removable-flange type are used with low-pres-
sure casings and may have either the drop center
or a flat base. A flat-base rim may be removed
quickly from the tire by removing the retaining
Iock ring that holds the one-piece removable flange
in place, and lifting the flange from the seat. When
a brake drum of the conventional type is installed
. -
on each side of the wheel, this provides
brake assembly.
1 2 23 17 18 19 20 24 12 8 16 7 54 3 15
.
a dual-
2 1
FIGURE 9-45. Split wheel--light aircraft.
375
Index No. Description
Fixed Flange Wheels
1
2
3
4
5
Y
8
9
10
11
12
13
14
15
16
WHEEL ASSEMBLY (With Valve Assy)
SEAL ASSY
CONE, Bearing
VALVE ASSY, Tubeless tire
CAP, Valve
CODE, Valve
NUT
SPACER
CROMMET
STEM, Valve
NUT
WASHER
BOLT
PACKING
WHEEL-HALF ASSY, Outer
PLATE, Identification
PLATE, Instruction
CUP. Bearine
Drop center fixed flange aircraft wheels (figure
9-48) are special use wheels such as military, for
high pressure tires. Some may be found installed
on ol,der type aircraft.
Outboard radial ribs are provided generally to
give added support to the rim at the outboard
bead seat. The principal difference between wheels
used for streamline tires and those used for smooth
contour tires is that the latter are wider between
the flanges.
17
18
19
20
21
22
Ei
WHEEL-HALF-ASSY, Inner
WIRE, Lock
SCREW
KEY, Torque
INSERT, heli-coil
PLATE. Identification
PLATE; Instruction
CUP, Bearing
WHEEL-HALF, Inner
FIGURE 9-46. Parts list-split wheel, light aircraft.
A brake-drum liner may be held in place by
means of steel bolts projecting through the casting
with lock nuts on the inner side. These can be
tightened easily through spokes in the wheel.
The bearing races are usually shrink-fitted into
the hub of the wheel casting and provide the sur-
faces on which the bearings ride. The bearings
are the tapered roller type. Each bearing is made
up of a cone and rollers. Bearings should be
cleaned and repacked with grease periodically in
accordance with applicable manufacturers instruc-
tions.
Removable
1
. Bearing
nut
Fairing
disc
FIGURE 948. Fixed flange, drop center wheel.
Wheel Bearings
The bearings of an airplane wheel are of the
tapered roller type and consist of a bearing cone,
rollers with a retaining cage, and a bearing cup,
or outer race. Each wheel has the bearing cup,
or race, pressed into place and is often supplied with
a hub cap to keep dirt out of the outside bearing.
Lockring
Removable
flange Wheel casting
A. Drop center. B. Flat base.
FIGURE 947. Removable flange wheels.
376
Suitable retainers are supplied inboard of the inner
bearing to prevent grease from reaching the brake
lining. Felt seals are provided to prevent dirt
from fouling multiple-disk brakes. Seals are also
supplied on amphibian airplanes to keep out water.
AIRCRAFT TIRES
Aircraft tires, tubeless or tube type, provide a
cushion of air that helps absorb the shocks and
roughness of landings and takeoffs: they support
the weight of the aircraft while on the ground and
provide the necessary traction for braking and
stopping aircraft on landing. Thus, aircraft tires
must be carefully maintained to meet the rigorous
demands of their basic job . . . to accept a variety
of static and dynamic stresses dependably-in a
wide range of operating conditions.
Aircraft Tire Construction
Dissect an aircraft tire and youll find that its
one of the strongest and toughest pneumatic tires
made. It must withstand high speeds and very
heavy static and dynamic loads. For example, the
main gear tires of a four-engine jet transport are
required to withstand landing speeds up to 250
mph, as well as static and dynamic loads as high
as 22 and 33 tons respectively. Typical construc-
tion is shown in figure 949.
Tread
Made of rubber compound for toughness and
durability, the tread is patterned in accordance
with aircraft operational requirements. The cir-
cumferential ribbed pattern is widely used today
because it provides good traction under widely
varying runway conditions.
Tread Reinforcement
One or more layers of reinforced nylon cord
fabric strengthens the tread for high speed opera-
tion. Usrd mainly for high speed tires.
Breakers
Not always used, these extra layers of reinforc-
ing nylon cord fabric are placed under the tread
rubber to protect casing plies and strengthen tread
area. They are considered an integral part of the
carcass construction.
Casing Plies/Cord Body
Diagonal layers of rubber-coated nylon cord
fabric (running at opposite angles to one another)
provide the strength of a tire. Completely encom-
passing the tire body, the carcass plies are folded
around the wire beads and back against the tire
sidewalls (the ply turnups).
Beads
Made of steel wires
wrapped in fabric, the
plies and provide firm
wheel.
Flippers
embedded in rubber and
beads anchor the carcass
mounting surfaces on the
These layers of fabric and rubber insulate the
carcass from the bead wires and improve the dura-
bility of the tire.
Chafers
Layers of fabric and rubber that protect the
carcass from damage during mounting and de-
mounting. They insulate the carcass from brake
heat and provide a good seal against movement
during dynamic operations.
Bead Toe
The inner bead edge closest to the tire center
line.
Bead Heel
The outer bead edge which fits against the wheel
flange.
Innerliner
On tubeless tires, this inner layer of less perme-
able rubber acts as a built-in tube, it prevents air
from seeping through casing pIies. For tube type
tires, a thinner rubber liner is used to prevent tube
chafing against the inside ply.
Tread Reinforcing Ply
Rubber compound cushion between tread and
casing plies, provides toughness and durability.
It adds protection against cutting and bruising
throughout the life of the tread.
Sidewall
Sidewalls are primarily covers over the sides of
the cord body to protect the cords from injury and
exposure. Little strength is imparted to the cord
body by the sidewalls. A special sidewall con-
struction, the chine tire, is a nose wheel tire
designed with built-in deflector to divert runway
water to the side, thus reducing water spray in the
area of rear mounted jet engines.
Apex Strip
The apex strip is additional rubber formed
around the bead to give a conture for anchoring
the ply turnups.
377
Frcv~r. 9-49. Aircraft tire construction.
Aircraft Tire Care
Tires are as vital to the operation of aircraft as
they are to the operation of an automobile. During
ground operation tires can be considered as ground
control surfaces. The same rules of safe driving
and careful inspection apply on the runway as on
the highway.
They include control of speed, braking, and
cornering, and inspection for proper inflation, cuts,
bruises, and signs of tread wear. Contrary to
what most people think-including many beginning
pilots-the toughest demand on aircraft tires is
rapid heat buildup during lengthy ground opera-
tions, not the impact of hard landings.
Aircraft tires are designed to flex more than
automotive tires--over twice as much. This flexing
causes internal stress and friction as tires roll on
the runway. High temperatures are generated,
damaging the body of the tire.
The best safeguards against heat buildup in air-
craft tires are short ground rolls. slow taxi speeds:
minimum braking. and proper tire inflation.
Excessive braking increases tread abrasion. Like-
wise, fast cornering accelerates tread wear. Proper
inflation assures the correct amount of flexing and
keeps heat buildup to a minimum. increasing tire
life and preventing excessive tread wear.
Inflation pressure should always be maintained
as specified in the aircraft maintenance manual or
according to information available from a tire
dealer.
Even though using a tire gage is the only ac-
curate way to spot-check inflation, a quick visual
inspection of the tread can reveal if air pressure
has been consistently high or low. Excessive wear
in the shoulder area of the tire is an indication of
under inflation. Excessive wear in the center of the
tire suggests over inflation.
Tires should also be carefully inspected for cuts
or bruises. The best way to avoid aircraft tire
cuts and bruises is to slow down when unsure of
runway or taxiing surface conditions.
Since airplane tires have to grip the runway in
the same way car tires grip the road, tread depth
is also important. Tread grooves must be deep
enough to permit water to pass under the tires,
minimizing the danger of skidding or hydroplan-
ing on wet runways. Tire treads should be in-
spected visually or with an approved depth gage
according to manufacturers specifications.
Another inspection goal is detection and re-
moval of any traves of gasoline or oil on the tires.
Such mineral fluids damage rubber, reducing tire
life. Likewise, tires should be inspected for ozone
or weather checking. Electricity changes oxygen
in the air to ozone, which also prematurely ages
rubber.
hfATCHING DUAL TIRES
Matchine tires on dual wheels, or dual wheels on a
multi-wheel gear configuration, is necessary so that each
tire will have the same contact area with the ground and
thereby carry an equal share of the load. Onlv those
tires having inflated diameters within the tolerances
listed below should he paired together on dual wheels.
Tires should not be measured until thev have been
mounted and kept fullv inflated for at l&t 12 hours,
at normal room temp&atures.
0. D. Range of Tires Maximum Tolerance
Permissable
Up to 24 l/4
25 to 32 S/18
33 to 40 3/V
41 to 48 7/W
49 to 55 l/2
56 to 65 9/16
66 and up S/8
FIGURF. 9-50. Matching tires ou dual wheel installations.
Aircraft tires should be stored in a cool dry
place away from electric motors. The manufac-
turers specifications should be followed at all times
when performing tire maintenance.
Allow For Nylon Stretch
All aircraft tires are now made with nylon cord,
and the initial 2&hour stretch of a newly mounted
nylon tire may result in a 5 percent to 10 percent
drop in air pressure. Thus, such a tire should not
be placed in service until it has been left to stand
at least 12 hours after being mounted and inflated
to regular operating prcssure. The air pressure
should then be adjusted to compensate for the
decrease in pressure caused by the stretching of
the cord body.
Tires on dual wheel aircraft will have a longer
operational lifc if matched as suggested in figure
9-50.
AIRCRAFT TIRE MAINTENANCE
All aircraft tire manufacturers publish mainte-
nance manuals and instruction manuals.
The following discussion on aircraft tires is ex-
cerpted from the B.F. Goodrich publication Care
and Maintenance of Aircraft Tires, Fourth Edition,
and is published with their permission.
Proper Inflation For Satisfactory Service
Proper inflation is undoubtedly the most neces-
sary maintenance function for safe, long service
from aircraft tires.
Tire pressures should be checked with an ac-
curate gage at least once a week or oftener, and it
is recommended that they be checked before each
flight. Otherwise, if a slow leak should develop, it
could cause severe loss of air within two or three
days, with resulting damage to the tire and tube.
Air pressures should only be checked when tires
are cool. Wait at least two hours after a flight
before checking pressures (three hours in hot
weather).
For New Mountings
A newly mounted tire and/or tube should be
checked at least daily for several days, after which
the regular inflation control schedule may be fol-
lowed. This is necessary because air is usually
trapped between the tire and tube at the time of
mounting. giving a false pressure reading. As this
trapped air seeps out under the beads of the tire
and around the valve hole in the wheel, the tire
may become severely under inflated within a day
or two.
Tubeless Air Diffusion Loss
Maximum allowable diffusion is 5 percent
for any 21--hour period. However, no accurate
tests can be made until after the tire has been
mounted and inflated for at least 12 hours, and air
added to compensate for pressure drop due to
normal nylon cord body expansion, and any
changes in tire tempclraturc. A pressure drop of
over 10 percent during this initial period should be
sufficient reason to not place the tire and wheel
assembly into service.
For Duals: Equalize Pressures
Differences of air pressure in tires mounted as
duals, whether main or nose, should be cause for
concern, as it ordinarily means that one tire is
carrying more of the load than the other. If there
is a difference of more than 5 lbs., it should be
noted in the log. The log-book should then be
referred to on each subsequent inflation check.
Impending tire or tube failure can often be de-
tected by this method. Should a pressure differ-
ence be found, check the valve core by spreading
a little water o\-er the end of the valve. If no
bubble appears, it can be assumed that the valve
core is holding pressure satisfactorily.
Sources of Pressure Data
Inflation of nose wheel tires should follow the
recommendations of the aircraft manufacturers,
because they take into consideration both the extra
379
load transferred to the nose wheel by the braking
effect and by the static load. Air pressure in the
nose wheel tire, based on the static load only, would
result in under inflation for the load carried when
the brakes are applied. Tail wheel tires, however,
should be inflated in accordance with the axle
static load.
When tires are inflated under load, the recom-
mended pressure should be increased by 4 percent.
The reason is that the deflected portion of the tire
causes the volume of the air chamber to be reduced,
and increases the inflation pressure reading, which
must then be offset in accordance with the above
rule.
Effects of Under Inflation
Under inflation results in harmful and potentially
dangerous effects. Aircraft tires which are under
inflated are much more likely to creep or slip on
the wheels on landing or when brakes are applied.
Tube valves can shear off, and the complete tire.
tube and wheel assembly can be destroyed under
such conditions. Too-low pressures can also cause
rapid or uneven wear at or near the edge of the
tread.
Under inflation provides more ouportunity for the
sidewalls or the shoulders of the tire to be crushed
by the wheels rim flanges on landing or upon
striking the edge of a runway while maneuvering
the aircraft. Tires may flex over the wheel flange.
with greater possibility of damage to the bead and
lower sidewall areas. A bruise break or rupture
of the tires cord body can result.
Severe under inflation may result in cords being
loosened and the tire destroyed because of extreme
heat and strain producrd by the excessive flexing
action. This same condition could cause inner tube
chafing and a resultant blowout.
Observe load Recommendations
Since the beginning of air transportation, air-
craft tires have been doing their required job with
increasing efficiency and safety. But there is a
limit to the load that any aircraft tire can safely
and efficiently carry.
Loading aircraft tires above the limit can result
in these undesirable effects:
1. Undue strain is put on the cord body and
beads of the tire, reducing the factor of safety
and reducing service life.
2. There is greater chance of bruising upon
striking an obstruction or upon landing
(bruise breaks, impact breaks and flex breaks
in the sidewall or shoulder).
3. Possibility of damaging wheels. Under the
severe strain of an extra load, a wheel may
fail before the tire does.
Note: While additional air pressure (inflation) to
offset increased loads can reduce excessive tire de-
flection, it puts an added strain on the cord body,
and increases its susceptibility to cutting, bruises
and impact breaks.
Nylon Flat-Spotting
Nylon aircraft tires will develop temporary flat
spots under static load. The degree of this flat-
spotting will vary according to the drop in the
internal pressure in the tire and the amount of
Under normal conditions, a flat spot will dis-
weight being sustained by the tire. Naturally, flat-
appear by the end of the taxi run. If it doesnt,
spotting can be more severe during cold weather
the tire can generally be reshaped by overinflating
it 25 percent or 50 percent and moving the aircraft
and is more difficult to work out of a tire at lower
until the low spot is on the upper side. This pres-
temperatures.
PREVENTIVE MAINTENANCE SUMMARY
0 Check tire pressures with an accurate gage at
least once a week, and before each flight. Tires
should be at ambient temperature.
0 Check newly mounted tires or tubes daily for sev-
eral days.
0 hewly mounted tires should not be placed in
service until cord body stretch has been compen-
sated with re-inflation.
0 Check for abnormal diffusion loss.
l Follow inflation recommendations carefully - guard
against underinflation.
0 Observe load recommendations.
l Move aircraft regularly or block up when out of
service for long periods.
~ICURE 9-51. Preventive maintenanre summary.
380
sure should be left in the tire for one hour. It may
even be nvcessarv to taxi or tow the aircraft until
tlip reshaping is. accomplished. Needless to say,
any flat spot can cause severe vibration and other
unpleasant sensations to both pilot and passengers.
Aircraft that is to remain idle for a period
longer than three da)-s should either be moved
every 48 hours or blocked up so that no weight is
on the tires. Aircraft in storage (out of service
for more than 14 days) should be blocked up so
that there is no weight on the tires.
Figure Q--51 gives a brief, summary checklist of
tire preventive maintenance.
TIRE INSPECTION-MOUNTED ON WHEEL
leaks Or Damage At Valve
To check valves for leaks: put a small amount
of water on the end of the valve stem and watch
for air bubbles. If bubbles appear, replace the
valve core and repeat this check.
Always inspect the valve to be sure the threads
are not damaged; otherwise, the valve core and
valve cap will not fit properly. If threads are
damaged, the valve can usually be rethreaded, in-
side or outside, by use of a valve repair tool, with-
out demounting the tire from the wheel.
Make certain that every valve has a valve cap on
it-screwed on firmly with the fingers. The cap
prevents dirt, oil and moisture from getting inside
the valve and damaging the core. It also seals in
air and serves as protection in case a leak develops
in the valve core.
Check the vail-e to be sure it is not rubbing
against the wheel. If it is bent. crackrd, or severely
worn, drmount the tire and replace the tube or
valve at once.
Tread Injuries
Carefully inspect the tread area for cuts or other
injuries. Be sure to remove any glass, stones,
metal or other foreign objects that might be em-
bedded in the tread or that have penetrated the
cord body.
Use a blunt awl for this purpose? although a
medium size screwdriver can be used if a blunt
awl is not available. When probing an injury for
foreign material, be careful not to enlarge the in-
jury or drive the point of the awl or screwdriver
into the cord body beyond the depth of the injury.
When prying out foreign material that might be
embedded, the other hand should be held over the
injury in such a way that the object will not fly
out and strike the person conducting the inspection
in the face.
Tires with cuts or other injuries which expose
or penetrate the cord body, should be removed and
repaired, recapped or scrapped. Where a cut does
not expose the carcass cord body: taking the tire
out of service is not required.
Remove any tires that show signs of a bulge in
the tread or sidewall. This may be the result of
an injury to the cord body, or may indicate tread
or ply separation. Always mark such a bulged
area with tire crayon before deflating the tire;
otherwise, it may be very difficult, if not impos-
sible, to locate the area after the tire is deflated.
Sidewall Injuries
Inspect both sidewalls for evidence of weather
or ozone checking and cracking, radial cracks, cuts.
snags, gouges. etc. If cords are exposed or dam-
aged. the tires should be removed from scr\-ice.
When To Remove For Recapping
Check tires for possible need of recapping. They
.qhould be taken out of service when:
(a)
(b)
Cc)
They ha\-e one or more flat spots. Generally.
a single flat spot or skid burn does not ex-
pose the carcass cord body and the tirr may
remain in service, unless severe unbalance
is reported by the aircraft crew.
They show 80 percent or more tread wear.
There are numerous cuts that would require
repair. In other words. if the cost of re-
pairing the cuts would amount to SO percent
or more of tht> recapping cost. it would br
considered more clconomical to have the tire
recapped.
Uneven Wear
Check tires for evidence of wheel misalignment.
Tires showing such wear should bt% demounted.
turned around and remounted. in order to even up
the wear. Also, check for spotty. uneven wear due
to faulty brakes so mechanical corrections can
be made as soon as possible.
Wheel Damage
Inspect the tlntircl wheel for damage. Wheels
which are cracked or injured should bt> taken out
of service and laid aside for further cherking. re-
pair or replacemrnt.
When inspecting a mounted tire on the wheel of
a plane, always be sure that nothing is caught
between the landing gear and the tire. and that no
parts of the landing gear are rubbing against thf\
tire.
At this time. also check the nacelle into which
the tire fits. when the landing gear is retracted.
Clearances are sometimrs close and any foreign
381
A. A valve cap for every valve.
B. Depth gage shows wear. C. Mark and remove foreign objects,
FIGLXI. 9-52. Basic tire maintenance
material or loose or broken parts in the nacelle
can cause severe damage to the tire and even cause.
it to fail upon landing.
Figure 9-52 shows checks to be accomplished
while tire is mounted.
TIRE INSPECTION-TIRE DEMOUNTED
Periodic Demounting
A definite schedule can be set up to provide for
regular inspections of tires and tubes, after a cer-
tain number of hours or landings, and that each
individual tire and tube be removed from the wheel
for that inspection. However, if an airplane has
made an emergency or particularly rough landing,
the tire and tube should be demounted and in-
spected as soon as possible to determine whether
any hidden damage exists. The wheel should also
be examined at the same time.
Probe injuries
Probe all cuts, punctures and other tread in-
juries with a blunt awl and remove any foreign
material. When prying out the foreign material
imbedded in the tread, the hand should be held
over the injury in such a position that the object
will not fly out and strike the person conducting
the inspection in the face.
Squeezing the sidewalls together will also assist,
as this will open up the cuts and injuries. Size
and depth of cuts and injuries can then be deter-
mined by probing with the awl. Do not push the
awl point into the cord body beyond the depth of
the injury.
Repairable Injuries
Injuries into, or through, the carcass cord body,
measuring no more than 1,1 on the outside and
h
on the inside, would be considered punctures
and are easily repaired without the need for fabric
reinforcement inside the tire. Tires qualified to
speeds over 160 mph can be repaired if they
meet the followinm t, qualifications: injuries through
the tread must not penetrate more than 40 percent
of the actual body plies; they should measure no
more than l/r 1 I long and t/a4) wide before tread is
removed ; and after the tread has been removed,
injuries should not be over 1 long and l/8 wide
on the surface.
Tires qualified to speeds of less than 160 mph
can be repaired if the injury penetrates through
more than 40 percent of the actual plies, and is
no larger than 1 in length. Naturally, there must
be a limit as to the number of such injuries that
there can be in the tire. The decision to recondi-
tion or not recondition such a tire should be left
up to the tire manufacturer.
Sidewall Conditions
Inspect both sidewalls for evidence of weather
or ozone checking and cracking, radial cracks, cuts
or snags.
(a) Scrap any tires with radial cracks extend-
ing to the cords.
(b) Scrap any tires with weather-checking.
ozone-checking, or cracking. which extends
to the cords. Weather-checking is a normal
condition affecting all tires and, until cords
are exposed, will in no way affect the serv-
iceability or safety of the tire.
(c) Tires with cuts or snags in the sidewall area
which have damaged the outer ply should
be scrapped.
Bead Damage
Check the entire bead and the area just above
the heel of the bead on the outside of the tire for
382
A. Probe with blunt awl, shield work. B. Are sidewall cords exposed?
FIGURE 9-53. Basic tire maintenance
chafing from the wheel flange or damage from tire
tools. Any blistering or separation of the chafer
strips from the first ply beneath requires repairing
or replacement of the chafer strip. If cords in the
first ply under the chafer strip are damaged, the
tire should be scrapped.
If protruding bead wire, bead wire separation,
or a badly kinked bead is found, the tire should
be scrapped.
Loose or blistered finishing strips can generally
be replaced during the retreading process, but tires
should not be continued in service in that condition.
Figure 9-53 shows checks to be made with tire
demounted.
Bulges-Broken Cords
Check any tires which were marked for bulges
when the tire was mounted and inflated. If no
break is found on the inside of the tire, probe with
an awl to determine whether separation exists. If
separation is found, the tire should be discarded,
unless there is only a small localized separation
between the tread or sidewall rubber and the cord
body. In this case, spot repair or retreading may
be satisfactory.
A ny tire found with loose, frayed or broken
cords inside should be scrapped.
IMPORTANT: Do not use an awl or any pointed
tool on the inside of a tubeless tire for probing or
inspection purposes.
Tubeless Tires-Bead Area
A tubeless tire fits tighter on the wheel than a
tube type tire. in order to properly retain air pres-
sure. Therefore, the face of the bead (the flat
surface between the toe and heel of the bead) must
not be demaged as this may cause the tire to leak.
Th e prrmary sealing surface of the tubeless tire is
C. Finishing & trip damage,
repairable.
this area, so examine it carefully for evidence of
damage by tire tools, slippage while in service, or
damage that would permit air to escape from in-
side the tire. Bare cords on the face of the bead
normally will cause no trouble, and such a tire
should be fit for continued service either as is, or
after retreading.
liner Blisters
Tubeless tires with liner blisters or liner separa-
tion areas, larger than 4 x 8: should be scrapped.
Generally, small blisters (not over two inches in
diameter) will cause no trouble and do not need
to be repaired. However, do not pierce the
blisters or cut them, as this will destroy the air-
retaining ability of the tire.
Thermal Fuze
Some aircraft wheels have fusible plugs that are
designed to melt at specific elevated temperatures
and relieve air pressure to prevent the tires blow-
ing out or breaking of the wheel. Should air be
lost ,due to the melting of one of these plugs, it is
recommended that the tire involved be scrapped.
However, an effort should be made to determine
whether the plug melted at a much lower tempera-
ture than it should have, or whether air could have
been lost around the plug because of improper
installation.
If a tire has been subjected to a temperature
high enough to melt one of these fuze plugs, it
should be carefully inspected for evidence of re-
version of the rubber coating in the rim contact
area.
Figure 9-54 shows typical marking for bulged
area. rubber reversion around rim, and outer side-
wall damage.
383
A. Mark bulged areas. B. Outer sidewall ply damaged,
scrap tire.
FIGURE 9-54. Basic tire maintenance
C. Reversion of rubber from high
wheel heat.
TUBE INSPECTION
Chafing
Proper Size
In tube type tires, failure of an inner tube can
easily cause irreparable damage to the tire in
which it is mounted, as well as to the wheel and
the aircraft itself. It is very important that tubes
be of the proper size and equipped with the correct
valves.
Inspect tubes for evidence of chafing by the toes
of the tire beads. If considerable evidence of this
chafing is present, remove the tube from service
and scrap.
Thinning
When inspecting tubes do not inflate with more
air than that which is required to simply round
out the inner circumference of the tube. Too
much air places a strain on splices and areas around
valve stems. In addition, excessive air will damage
fabric base tubes by causing the fabric base to pull
away from the outside of the tube.
Inspect the tube carefully for leaks while under
pressure, preferably by inflating and submerging
in water. If the tube is too large to be submerged
in an available water tank, spread water over the
surface as you inspect the tube, and look for
bubbles.
Where the heat is greatest, the tube has a tend-
ency to be stretched over the rounded edge of the
bead seat of the wheel. This is one of the reasons
why, when mounting, tubes should always be in-
flated until the tire beads are in position, and then
completely deflated and reinflated to the final pres-
sure. The stretch on the tube is then equalized
throughout its inner and outer periphery.
Also check tubes for possible thinning out due
to brake drum heat in the area where they contact
the wheel and bead toes.
Valve Stems
Examine the tube carefully around the valve
stem for leaks, signs of valve pad separation, and
bent or damaged valve stems.
Wrinkles
In figure 9-55 it can be seen that the set or
shape of the tube can assist in determining when
it should be removed from service because of thin-
ning in the bead area. In addition, feeling the
tube with the fingers in that area will tell, after a
little practice, when the life has gone out of the
tube and it should be scrapped.
Tubes with severe wrinkles should be removea
from service and scrapped. These wrinkles are
On wheels with only one brake drum this heat-
evidence of improper fitting of the tube within the
set condition will normally show up on only one
side of the tube. In those cases where the brake
tire, and wherever a wrinkle occurs, chafing takes
place. A blowout could result.
drum is a considerable distance from the rim, it is
unlikely that this condition will ever be experienced.
384
--
A. Natural contour. B. Taking a set.
FIGURE q-55. Inner tube inspection.
C. Thinned out at edges
Fabric Base Tubes
In cases where brake drum heat is a recogniz-
able factor, careful checking of the tube, as well
as the tire beads, should be made to prevent a
failure. which might be disastrous. In such in-
stances. fabric base tubes should always be used.
These have a layer of nylon cord directly im-
bedded in the inner circumference of the tubes to
protect them from thinning out under brake drum
heat. Additional protection is also provided against
chafing action of the tire bead toes and from
damage during mounting and demounting.
MOUNTING AND DEMOUNTING
The object of these instructions is to show how
to do the job as easily-, and safely as possible, using
proper tools, without damaging tires, tubes or
wheels.
Almost every experienced aircraft tire service
man has developed methods which are more or less
his own, and undoubtedly some of these methods
are as practical as the suggestions given here.
These instructions are intended to be simple, so
that they can be carried out with tools which are
commonly available, in contrast to the specialized
equipment that is usually available only at larger
airports or military installations.
Inspection, Tube Installation
Before mounting any tire, examine the wheel
carefully to make sure there are no cracked or
injured parts. Naturally, the tire and tube should
be carefully inspected: as described in the pages
dealing with tire and tube inspection. A quick
check should always be made to be certain that no
foreign material is inside the tire or clinging to
the inner tube.
Dust the inside of the tire and the inner tube
outer surface with tire talc or soapstone before the
tube is installed in the tire. This will prevent its
sticking to the inside of the tire or to the tire
beads.
Dusting also helps the tube assume its normal
shape inside the tire during inflation, and lessens
the chances of wrinkling or thinning out.
It is good practice to always mount the tube in
the tire with the valve projecting on the serial side
of the tire.
lubrication
Tubeless tires fit tighter on the wheel than the
tube type. It is therefore desirable to lubricate
the toes of the beads with an approved 10 percent
vegetable oil soap solution, or plain water. This will
facilitate mounting and accomplish proper seating
of the tire beads against the wheel flanges so there
will be no air loss. Care must be used, however,
to make certain that none of the solution gets on
the area of the bead making contact with the
wheel flange.
On tube type tires, lubrication of tire beads
may or may not be necessary, depending upon the
type of wheel being used. An approved mounting
solution, such as the 10 percent vegetable oil soap
solution, or water mentioned above, can be used on
the bead toes, and even on the rim side of the inner
tube, to facilitate mounting.
Balance
Balance in an aircraft wheel assembly is very
important. From a wear standpoint, when the
wheels are in landing position a heavy spot in a
wheel assembly will have a tendency to remain at
the bottom and thus will always strike the ground
or runway first. Th is results in severe wear at
one area of the tire tread and can necessitate early
replacement. In addition, unbalanced tires can
cause severe vibration which may affect the opera-
tion of the aircraft. In fact, pilots have reported
that sometimes instruments could not be read be-
cause of such vibration.
385
A. Valve projecting on serial side of tire. B. Tube balance mark aligned with tire balance mark.
FIGURE 9-56. Basic tire and tube assembly.
Balance marks appear on certain aircraft tubes
to indicate the heavy portion of the tube. These
marks are approximately l$$ wide by 2 long.
When the tube is inserted in the tire, the balance
mark on the tube should be located at the balance
mark on the tire (figure 9-56). If the tube has no
balance mark, place the valve at the balance mark
on the tire.
When mounting tubeless aircraft tires, the red
dot balance mark on the tire must always be
placed at the valve that is mounted in the wheel.
Inflation Safety
After the tire and tube are mounted on the wheel
the assembly should be placed in a safety cage for
inflation. The cage should be placed against an
outside wall, constructed so as to withstand, if
necessary, the effects of an explosion of either the
tire, tube or wheel (figure 9-57).
The air line from the compressor or other air
source should be run to a point at least 20 to 30 ft.
away from the safety cage and a valve and pres-
sure gage installed at that point. The line should
A. Clip-on chuck permits inflation at
safe distance from tire safety cage.
B. Recommended for all aircraft tire shops.
FIGURE 9-57. Inflation precautions.
386
then be continued and fastened to the safety cage
with a rubber hose extending from that connection.
A clip-on chuck is then fitted on the end of the
hose for actual inflation purposes. This arrange-
ment makes it unnecessary to reach into the cage
to check air pressures or to be anywhere near the
safety cage while the tire is being inflated.
Seating lube Type Tires
To seat the tire beads properly on the wheel,
first inflate the tire to the pressure recommended
for that particular size and for the aircraft on
which it is to be mounted. Then the tire should
be completely deflated and finally reinflated to the
correct pressure (do not fasten valve to rim until
this has been done). Use the valve extension for
inflation purposes, if necessary.
This procedure accomplishes the following: it
helps to remove any wrinkles in the tube and to
prevent pinching the tube under the toe of the
bead; it eliminates the possibility of one section
of the tube stretching more than the rest and
thinning out in that area; and it assists in the
removal of air that might be trapped between the
inner tube and the tire.
NOTE: With tubeless tires, it is not necessary to
go through this inflation-deflation-reinflation pro-
cedure.
let Stand-Then Recheck
It is recommended that a newly-mounted as-
sembly be stored away from work areas for at
least 12 hours and preferably for 24 hours. This
is for the purpose of determining if there is any
structural weakness in either the tire, tube or
wheel. This also permits rechecking of the tire,
after the 12- or 24-hour period, to determine any
drop in pressure and to judge whether this drop
in pressure is in accordance with normal tire
growth.
By such a test, when the assembly is mounted
on the aircraft, it can be done with the assurance
that each part of the assembly is satisfactory for
service.
Demounting Safety
Always be sure to deflate tires completely before
demounting. There have been many serious acci-
dents caused by failure to follow this important
step. For even a better practice, it is recommended
that tires be deflated before wheels are removed
from the aircraft.
NOTE: Use caution when unscrewing valve cores,
as the air pressure within the tube or tire can
cause a v-alve core to be ejected like a bullet.
Handle Beads and Wheels With .Care
With any type of wheel, the tire beads must be
loosened from the wheel flange and bead seat be-
fore any further steps are taken in demounting.
Be very careful not to injure the beads of the tire
or the relatively soft metal of the wheel. Even
with approved tools, extreme care must be taken.
A. Tubeless-Split Wheels
In the tubeless design, the tire and wheel are
used to retain air pressure. Inflation is accom-
plished through a tubeless tire inflation valve in-
stalled in the wheel. The wheel valve hole, in
which the tubeless tire inflation valve is mounted,
is sealed against loss of air by a packing ring or
by an 0 ring. (See figure 9-58.)
Split wheels are sealed against loss of air by an
0 ring mounted in a groove in the mating sur-
face of one of the wheel halves.
Demountable flange wheels are similarly sealed
against loss of air by an 0 ring installed in a
groove on the wheel base under the area covered
by the demountable flange.
The air pressure contained in the tubeless tire
seals the tire bead against the wheel bead seat to
prevent loss of air.
Wheels used with disc brakes have thermal fuze
(relief) plugs installed in the rotor drive area of
the wheel as a protective measure against the tire
blowouts due to excessive heat. The plugs have a
fusible metal core that melts at a predetermined
temperature to relieve the high pressure build-up.
Mounting
Check tubeless tire inflation valve and thermal
relief plugs for proper installation, and absence of
damage. Refer to wheel manufacturers manual
for installation procedure.
Inspect 0 ring used to seal wheel for damage
and replace if necessary.
Lubricate 0 ring (as specified by the wheel
manufacturer) and install in wheel groove. Make
sure the 0 ring is free of kinks or twists and is
seated properly.
Mounting a demountable flange on a wheel base.
be careful not to dislocate or damage the 0 ring
previously installed in the wheel base.
Mount tubeless tires in the same manner as tube
type tires. Make sure that the wheel bead seats
are clean and dry to insure proper sealing of the
tubeless tire bead.
Assemble wheel halves of split type wheels with
the light sides (impression stamped L on the
387
A. W-ring seal is vital - handle and install carefully.
flanges) 180 apart from each other to insure
minimum out-of-balance condition.
Be sure that nuts, washers, and bolts used to
assemble split type wheels are in proper order and
that the bearing surfaces of these parts are prop-
erly lubricated. Tighten to recommended torque
values. See wheel manufacturers manual for rec-
ommended procedures.
Demounting
The procedure f or demounting tubeless tires is
generally the same as for tires with tubes. How-
ever, care must be taken to avoid damaging: (1)
the wheels 0 ring groove and mating register
surfaces; (2) the flange area that seats the tire
bead; and (3) the tubeless tire inflation valve hole
sealing area. Th ese areas of the wheel are critical
and if damaged will result in failure of the wheel
and tire unit to maintain required air pressure.
B. Tube Type Tires
Mounting
With the tube entirely deflated, insert it in the
tire (folding makes this easier, particularly in
small ,diameter tires), and inflate until the tube is
just rounded out. Th e valve core should be in the
valve during this operation.
B. Inspect valve seals for signs of damage
or deterioration.
FIGURE 9-58. Split wheel seal inspection.
Apply with brush or swab a 10 percent solution
of vegetable oil soap to the rim of the tube extend-
ing well up into the tire. Use care not to lubricate
any part of the bead which comes in contact with
the rim flange.
Insert the valve hole section of the wheel into
the tire and push the valve through the valve hole
in the wheel.
Insert the other side of the wheel while holding
the valve in position. Be careful during this op-
eration not to pinch the tube between the wheel
sections.
Inflate, deflate and reinflate to the recommended
pressure.
Install the locking nut or nuts and tighten se-
curely. Put on valve cap and tighten with fingers.
Demounting
Remove valve core and fully deflate.
Do not use a pry bar, tire irons or any other
sharp tool to loosen tire bead as the wheel may be
damaged. Break bead before loosening tie bolts
to prevent damage to register surfaces.
Use a bead breaker only to loosen tire bead
from both wheel half flanges by applying pressure
around the entire circumference of each sidewall.
Remove the tie bolts and the bolt nuts from the
wheel and pull out both parts of the wheel from
the tire.
388
C. Removable Side Flange Drop Center Wheels
Mounting
Fully deflate tube and line up tube balance mark
with tire balance mark. Start tire over flange on
an angle, being careful not to damage valve.
Be sure to remove valve extensions or valve
fishing tools before wheel is installed.
Demounting
Be sure to deflate fully.
Make full use of the wheel in pulling bead over
flange on removable side.
Work wheel up and down to ease it out of tire.
For one-man demounting, tire can be leaned
against a wall or benth, valve side out.
D. Smooth Contour Tail Wheel Tires
Note: Smooth contour tires are usually harder
to handle because of stiffer beads, small clearances
and small diameters.
Mounting
Inflate tube sufficiently to round out and be sure
tube is worked in all around to avoid pinching.
Work bead opposite valve over edge of wheel
first. Deflate tube.
Keep second bead on edge of wheel to allow for
inserting valve in valve hole.
Inflate, deflate, reinflate.
Demounting
Be sure to use tools with good leverage.
Be careful not to damage soft metal of rim flange.
Keep tube inflated after lock ring is removed.
Work tube out carefully, using water as a lubri-
cant before completing demounting.
E. One Piece Drop Center Wheels
Mounting
Insert wheel in tire, reversing the customary
procedure. (Valve hole side goes in first.)
Pry bead over flange with small bites-use a
fairly thin tool.
When first bead is on wheel, insert tube. Be
sure no part of tube is caught under bead.
Inflate, deflate, reinflate.
Demounting
.4fter loosening bead, lay tire flat with wooden
block, 3 to 4 inches high under sidewall. Work
bead off in small bites.
F. Flat Base Wheels Removable Flange Lojcking
Ring
Mounting
Examine wheel and flanges carefully for burrs
or gouges.
Line up tube and tire balance marks.
Dust tube with talc.
Lean tire against bench or wall-flange outward.
Pry flange loose evenly to prevent binding.
Demounting
Loosen bead carefully.
Use lead hammer or rubber mallet to loosen side
ring.
Pry up side ring carefully and evenly.
Place wheel and tire on a wooden block about
14 high and large enough to fit over the wheel
hub, so that wheel can be removed easily.
CAUSES OF AIR PRESSURE LOSS
IN TUBELESS AIRCRAFT TIRES
There can be numerous causes for loss of air
pressure within an aircraft wheel and tire as-
sembly, therefore, it is economical and wise tc
follow a systematic check list. Without such a
procedure, trial and error substitution of parts can
needlessly increase tire maintenance costs.
For example, complaints of air loss in tubeless
aircraft tire assemblies, while more common during
cold weather, have no seasonal limitations. Factors
which may seem distantly related to the problem-
changes in tire maintenance personnel, inaccurate
gages, air temperature fluctuations-are often the
underlying causes of unsatisfactory tire service,
further emphasizing the need for simple check
procedures.
For guidance in setting up uniform inspection
methods, there are general areas of the tire and
wheel assembly which can be involved in air pres-
sure loss. (See figure 9-59.)
FIGURE 9-59. Air loss in split wheels.
389
Damaged Beads-Check for exposure of thr
carcass cord body in bead toe area or under face
of the bead.
Improperly Seated Beads-Condition can be
caused by: (a) insufficient air pressure; (b) beads
not lubricated ; (c) kinked or distorted beads.
Cut or Puncture -Check for cut or puncture
entirely through the carcass cord body and liner.
Air Temperature
Was tirr inflated in heated room and then stored
outside? Air pressure will drop approximately
I psi for every 4O drop in temperature. Tires
should br checked and pressure adjusted for spe-
cific requirements when tires have reached the out-
sidr amhirnt temperature.
Venting of Tubeless Tires
Tuhtlrss aircraft tires are vented in the sidewall
area to permit any air that has diffused through
the liner and cord body to escape, thus preventing
prrxsure build up within the carcass cord body and
possible tread or ply separation. Rate of diffusion
will vary by manufacturer and the maximum per-
missible is no more than 5 percent in any 24-hour
period.
Vent holes penetrate the sidewall rubber to, or
into. the carcass cord body and may vary in size,
depth and angle. Therefore, the amount of air
diffused through thesr holt~ will vary, Thus, when
watrr or a soapy solution is brushed over the out-
side of an inflated tubeless tire, air bubbles form.
Some vent holes may emit a continuous stream of
bubblrs, where others may produce intermittent
bubbles. This is normal and does not mean that
there is anything wrong with the tire. In fact, as
long as a tubeless tire is in an inflated condition,
air will he coming out of these vent holes. Where
the rate of loss exceeds 5 percent 24 hours, recheck
for possible injuries. Vent holes may be covered
or closed by spilled solvmt or by the tire paint.
They may also be covered during the retreading
process. Check for evidence that tubeless tires
have been revented after being retreaded.
Initial Stretch Period
All aircraft tires are of nylon construction and
a crrtain amount of stretch occurs after the tire
has been inflated. This, in itself, will reduce air
pressure within the tire. It is absolutely necessary
that the tire be inflated to its regular air pressure
and let stand at least 12 hours in order to permit
this expansion of the cord body. This may result
in as much as 10 percent drop in air pressure.
Compensate by reinflating the tire to original pres-
sure. Only after this initial stretch period can it be
determined if there is any true air loss within the
tire.
THE WHEEL
Any of the following wheel conditions can con-
tribute to air loss in the bead area of the tire:
Cracks Or Scratches In The Bead ledge Or
Flange Area
Cracks can usually be traced to fatigue failure
while scratches and gouges are the result of han-
dling ,damage or the improper use of tire irons.
Exceptionally Smooth Enamel Surface
On Bead Seat Ledges
Corrosion Or Wear In Bead ledge Area
Usually occurs at the toe area of the tire bead.
Poor Seating In Bead Area
May be caused by accumulation of rubber from
the tire or dirt.
Knurls
Wheels converted from tube-type use should
have knurls removed.
Porous Wheel Assemblies
Can be protected either by proper paint proce-
dure and/or an impregnation process.
Holes for attachment of components of wheel
assembly. In case of through bolts used to attach
such items as drive lugs for brake assembly, etc.,
the mounting screws or bolts must be properly
sealed. The recommendations of the wheel manu-
facturer should be followed.
Cracks in the wheel well area, in most cases,
cannot be repaired.
Sealing Surfaces
Look for damage or improper machining of
sealing surfaces. Care should be taken to see that
there is no handling damage. Any irregularities
should be corrected before remounting wheel and
tire. (See figure 9-60.)
Foreign material or paint can impair the sealing
surface. Thus, all foreign material should be
cleaned from the sealing surface before assembly
of the wheel: A light, even coat of primer is per.
missible. However, surface must be free of runs
or dirt inclusions.
. .
FIGURE 9-60. Wheel inspection.
Improper Installation of 0 Rings
Twisting or failure to provide lubricant when
specified, may cause loss of air. The wrong size
or type of 0 ring, or an 0 ring of the wrong
compound for special low temperature service, may
also cause leakage.
Inspect used 0 rings carefully. Be sure they
are not thinned out, deformed, chipped, damaged
or otherwise deteriorated.
Wheel Tie Bolts
Proper torque and torquing procedure, as speci-
fied by the wheel manufacturer, should be followed
to assure adequate compression of sealing 0 ring
under all temperature conditions. Low torques,
low temperatures, and shrinkage of the wheel halves
may cause a significant lessening of compression
on the 0 ring seal.
Tubeless Wheel Valve Holes
Tubeless wheel valve holes and surrounding
area must be free of scratches, gouges and foreign
material.
The proper rubber grommet or 0 ring must
be used as specified by the wheel manufacturer.
Seals other than those specified may not function
properly under the compression loads and low tem-
peratures required for good sealing. Tightening
of tubeless valve should follow specific instructions
of wheel manufacturer.
Valve core should be checked and replaced when
found leaking.
Valve caps should be used and tightened finger
tight.
Thermal Fuze Installation
A faulty thermal fuze may cause leakage and
require replacement. Usually this is the result of
a poor bond between thermal melting material and
bolt body.
Sealing surface for thermal fuze gasket must be
clean and free from scratches and dirt. In some
cases, surface can be repaired in accordance with
manufacturers instruction.
Be sure that sealing gasket is the one specified
by the wheel manufacturer, sized and compounded
for its specific job. Gasket should be free of dis
tortion, cuts, etc.
To guard against air pressure losses before as
sembly the best insurance is a careful and complete
inspection. After assembly, if air loss occurs, the
use of a soap solution (or, if possible, completr
immersion of wheel-tire assembly) may pinpoint
the exact source of leakage.
GOOD PRESSURE GAGE PRACTICE
Quite often it is found that the differences in
reported air pressures are entirely due to the dif-
ference in accuracy in different gages, rather than
in any change in air pressure.
It is not unusual to find an inaccurate tire gage
in constant use with a tag that states that the gage
reads a certain number of pounds too high, or too
low. Unfortunately, this error will change as dif-
ferent pressures are checked. A tire gage reading
10 lbs. high at 80 lbs. pressure may very wtll read
25 lbs. too high at 150 lbs. pressure. Therefore,
incorrect tire gages should either be repaired or
replaced. They should not be continued in service.
Cold temperatures may also affect tire gages and
cause pressure readings lower than they actually
are. Occasionally, too, a gage has been mistakenly
treated with oil or some other lubricant in expecta-
tion of making it work better. This, of course,
will actually cause incorrect readings and probably
render the gage unfit for further service.
It is good practice to have gages recalibrated
periodically and to use the same gage for perform-
ing an inflation cycle-for the original 12. or 24.
hour stretch period. Dial type gages, of good
quality, are highly recommended for all tire main-
tenance installations-regardless of size!
Storing Aircraft Tires and Tubes
The ideal location for tire and tube storage is
a cool, dry and reasonably dark location, free from
air currents and dirt. While low temperatures
(not below 32O F.) are not objectionable, high
room temperatures (80 F.) are detrimental and
should be avoided.
391
Avoid Moisture, Ozone
Wet or moist conditions have a rotting effect and
may be e\-en more damaging when the moisture
contains foreign elements that are further detri-
mental to rubber and cord fabric. Strong air
currents should be avoided, since they increase the
supply of oxygen and quite often carry ozone, both
of which cause rapid aging of rubber. Also, par-
ticular care should be taken to store tires away
from electric motors, battery chargers, electric
welding equipment, electric generators and similar
equipment as they all create ozone.
sible, 3 to 4 inches wide in order that no permaneni
distortion to the tire is caused. If tires are piled
on top of one another, they should not be stacked
too high, as this will cause distortion of the tire
and might result in trouble when the tires are put
into service. This is particularly true of tubeless
tires, as those on the bottom of the stack may have
the beads pressed so closely together that a bead
seating tool will have to be used to force the tire
beads onto the wheel far enough to retain air pres-
sure for inflation (figure 9-61).
Fuel and Solvent Hazards
Safe Tube Storage
C are should be taken that tires do not come in
contact with oil , gasoline, jet fuel, hydraulic fluids,
or any type of rubber solvent, since all of these are
natural enemies of rubber and cause it to disinte-
grate rapidly. Be especially careful not to stand
or lay tires on floors that are covered with oil or
grease. When working on engines or landing gear,
tires should be covered so that oil does not drip
on them.
Tubes should always be stored in their original
cartons, so that they are protected from light and
air currents. They should never be stored in bins
or on shelves without being wrapped, preferably
in several layers of heavy paper.
Store In Dark
The storage room should be dark, or at least
free from direct sunlight. Windows should either
b e given a coat of blue paint or covered with
black plastic. Either of these will provide some
diffused lighting during the daytime. Black plastic
is preferred as it will lower the temperature in the
room during the warm months and permit tires to
be stored closer to the windows.
Tubes can also be stored by inflating slightly
and inserting them in the same size of tire.
This
of course, should only be done as a more or less
temporary measure. However, before using such
an assembly, the tube should be removed from the
tire and the inside of the tire carefully examined,
since quite often foreign material will get between
the two and if not removed, could cause irreparable
damage to both tire and tube.
IJnder no circumstances should tubes be hung
over nails or pegs, or over any other object that
might form a crease in the tube.
Such a crease
will eventually produce a crack in the rubber.
Tire Racks Preferred
REPAIRING
Whenever possible, tires should be stored in
regular tire racks which hold them up vertically.
The surface of the tire rack against which the
weight of the tire rests should be flat and, if pos-
Many aircraft tires and tubes which become in-
jured in service can be successfully repaired. Like-
wise, aircraft tires which have become worn out in
service, or flat spotted and removed prematurely,
I I
Size
Without
Tube
With Tube
Inserted
Size
Without
Tube
With Tube
Inserted
56 SC
and larger 3 4
26x6 5 6 12.50-16 4 5
33 4 5 15.00-16 3 4
36 4 5 17.00-16 3 4
44 4 5 15.50-20 3 4
47 3 4 17.00-20 3 4
Smaller sizes of tubess tires may be stacked five high.
This would include sizes through
39 x 13. 1,argt.r sizes of tubless tires should not be stacked more than four high.
FIGURE 9-61. Permissible tire stacking.
392
can be recapped so that the new tread will give
service comparable to the original tread. The re-
capping and repairing of aircraft tires has been
practiced for many years and has saved aircraft
operators considerable sums of money. Tires
which might otherwise have been discarded have
been safely reconditioned (many repeatedly) for
continued service.
Recapping Aircraft Tires
Recapping is a general term meaning recondi-
tioning of a tire by renewing the tread, or renew-
ing the tread plus one or both sidewalls. (See
figure g--62. J There are actually four different
types of recapping for aircraft tires.
Top Capping-For tires worn to the bottom of
the tread design, with no more than slight flat
spotting and/or shoulder wear, the old tread is
roughened and a new tread is applied.
Full Capping-For tires worn all around, those
flat spotted to the cords, or those with numerous
cuts in the tread area, the new tread material is
wider than that used on a top cap, and comes
down over the shoulder of the tire for several
inches.
Three-Quarter Retread-For tires needing a
new tread, plus renewing of the sidewall rubber
on one side, due to damage or weather checking,
a full cap is applied, and in addition, approxi-
mately s/1(; of the thickness of the old sidewall
rubber is buffed off one si,de. lYew sidewall rubber
is then applied from the bead to the edge of the
new tread, on the buffed side only.
Bead-to-Bead Retread-A new tread and both
new sidewalls are applied by this method.
Tires That May Be Recapped
Tires with sound cord bodies and beads, or
which meet injury limitations described under
Repairable Aircraft Tires.
Tires which are worn to 80 percent or more of
their total tread depth.
Tires with one or more flat spots severe enough
to cause an out-of-balance condition, regardless of
the percentage of wear. Tires having so many
tread cuts that repairing the tread rubber would
be uneconomical.
Nonrecappable Tires
Tires having injuries which would make them
nonrepairable.
Tires with six full plies or more having any
spot worn through more than one body ply. (It
is generally not considered economical to retread
4 and 6 ply aircraft tires.)
Tires with weather checking or ozone cracking
of tread or sidewall that exposes the cords.
Repairable Aircraft Tires
When considering a tire for repairing only, the
amount of service remaining in the tire is im-
portant. Any tire with at least 30 percent of tread
life remaining, normally would be considered as
having enough service left in it to warrant repair
only.
Nonrepairable Aircraft Tires
The following conditions disqualify a tire for
repair:
Any injury to the beads, or in the bead area
(except injuries limited to the bead cover or finish-
ing strip as previously mentioned under repairable
aircraft tires).
A. Sidewall cords damaged beyond
repair.
B. Sidewall cords OK for retread.
FIGWE 9-62. Operational damage
393
C. Worn through breaker only.
OK for retread.
Any tire with protruding bead wire or badly
kinked bead.
Any tire which shows evidence of ply or tread
separation.
Any tire with loose, damaged, or broken cords
on the inside.
Tires with broken or cut cords in the outside of
the sidewall or shoulder area.
Tires that have gone flat, or partially flat, due
to the melting or failure of fuze plugs in the wheels
should normally be scrapped, even though there
may be no visible evidence of damage to the inside
or outside of the tire. The only exceptions would
be where it was known that the fuze plug leaked
air because of its being defective.
Spot Repairs
When considered economical, spot repairs can
be made to take care of tread injuries such as cuts,
snags, etc., which are through no more than 25
percent of the actual body plies of the tire, and not
over 2 in length at the surface. Vulcanized spot
repairs are also made at times to fill in tread gouges
that do not go deeper than the tread rubber and
do not penetrate the cord body.
Low speed tires (under 160 mph) with tread
injuries that penetrate no more than 25 percent of
the actual body (breaker strips not included), and
have a maximum surface length of 2, may be re-
paired. If the injury penetrates beyond 25 percent
of the actual body plies, it may still be repairable
but the surface length of the injury should be no
more than 1.
High speed tires (over 160 mph) with tread
injuries that penetrate no more than 40 percent of
the actual body plies (breaker strips and fabric re-
inforcement strips in the tread not included) and
have a maximum surface length of 11/2 with
maximum width no more than I/, may be re-
paired.
Injuries through the cord body in the tread area,
measuring l/a or less at the largest point, are
considered punctures and are easily repaired.
Shallow cuts in the sidewall or shoulder rubber
only are repairable if cords are exposed but not
damaged.
Tires having minor injuries through the finish-
ing strip, or slight injuries caused by tire tools in
the general bead area, are repairable if the injury
does not extend into the plies of the tire, and pro-
vided there is no sign of separation in the bead
area. If the finishing strips are loose or blistered,
they can only be replaced by bead-to-bead re-
treading.
Liner blisters smaller than 4 x 8 may be re-
paired if there are no more than two in any one
quarter section of the tire, and no more than five
in the complete tire. Normally, however, it would
be more economical to do this repair at the time
the tire is recapped.
It is generally considered uneconomical to re.
pair 4- and 6-ply aircraft tires.
OPERATING AND HANDLING TIPS
Taxiing
Needless tire damage or excessive wear can be
prevented by proper handling of the aircraft ,dur-
ing taxiing.
Most of the gross weight of any aircraft is on
the main landing gear wheels-on two, four, eight
or more tires. The tires arc designed and inflated
to absorb shock of landing and will deflect (bulge
at the sidewall) about two and one-half times more
than a passenger car or truck tire. The greater
deflection causes more working of the tread, pro-
duces a scuffing action along the outer edges of the
tread and results in more rapid wear.
Also, if an aircraft tire strikes a chuck hole, a
stone, or some foreign objects lying on the runway,
taxi strip, or ramp, there is more possibility of its
being cut, snagged or bruised because of the per-
centage of deflection. Or, one of the main landing
gear wheels, when making a turn, may drop off the
edge of the paved surface causing severe sidewall
or shoulder damage. The same type of damage
may also occur when the wheel rolls back over the
edge of the paved surface.
With dual main landing gear wheels, one tire
might be forced to take a damaging impact (which
two could withstand without damage) simply be-
cause all the weight on one side of the plane is
concentrated on one tire instead of being divi,ded
between two.
As airports grow in size and taxi runs become
longer, chances for tire damage and wear increase.
Taxi runs should be no longer than absolutely
necessary and should be made at speeds no greater
than 25 mph, particularly for aircraft not equipped
with nose wheel steering.
For less damage in taxiing, all personnel should
see that ramps, parking areas, taxi strips, runways
and other paved areas are regularly cleaned and
cleared of all objects that might cause tire damage.
Braking and Pivoting
Increasing airport traffic, longer taxi runs and
longer runs on takeoff and landing are subjecting
tires to more abrasion resulting from braking,
turning and pivoting.
394
Severe use of brakes can wear flat spots on tires
and cause them to be out of balance, making
premature recapping or replacement necessary.
Severe or prolonged application of the brakes
can be avoided when ground speed is reduced.
Careful pivoting of aircraft also helps to prolong
tire tread life. If an aircraft turned as an auto-
mobile or truck does-in a rather wide radius-
the wear on the tire tread would be materially
reduced. However, when an aircraft is turned by
locking one wheel (or wheels), the tire on the
locked wheel is twisted with great force against
the pavement. A small piece of rock or stone that
would ordinarily cause no damage, can, in such a
case, be literally screwed into the tire. This
scuffing or grinding action takes off tread rubber
and places a very severe strain on the sidewalls
and beads of the tire at the same time.
To keep this action at a minimum, it is recom-
mended that whenever a turn is made, the inside
wheel (wheels) be allowed to roll on a radius of
20 to 25 feet and up to 40 feet for aircraft with
bogies.
Takeoffs and landings
Aircraft tire assemblies are always under severe
strain on takeoff or landing. But under normal
conditions, with proper control and maintenance
of tires, they are able to withstand many such
stresses without damage.
Tire damage on takeoff, up to the point .of being
airborne, is generally the result of running over
some foreign object. Flat spots or cuts incurred
in pivoting can also be a cause of damage during
takeoff or landing.
Tire damage at thr time of landing can be traced
to errors in judgment or unforeseen circumstances.
Smooth landings result in longer tread wear and
eliminate much of the excessive strain on tires at
the moment of impact.
Landings with brakes locked, while almost a
thing of the past, can result in flat spotting. Re-
moval of the tire for recapping or replacement is
almost invariably indicated. Brakes-on landings
also cause very severe heat at the point of contact
on the tire tread and may even melt the tread
rubber (skid burn). Heat has a tendency to
weaken the cord body and places severe strain on
the beads. In addition, heat buildup in the brakes
may literally devulcanize the tire in the bead area.
Under these circumstances, blowouts are not un-
common because air under compression must ex-
pand when heated.
On aircraft equipped with tail wheeIs, a two
point landing is usually somewhat smoother than a
three point landing, but is ordinarily made at con-
siderably higher speed, As a result, more braking
may be required to bring the aircraft to a stop.
If tires are skidded on the runway at high speed,
the action is similar to tires being ground against
a fast turning emery wheel.
Sometimes an aircraft will be brought in so fast
that full advantage will not be taken of runway
length and brakes are applied so severely that flat
spots are produced on the tires. Or, if brakes are
applied when the plane is still traveling at high
speed and still has considerable lift, tires may
skid on the runway and become damaged beyond
further use or reconditioning.
The same thing may occur during a rough land-
ing if brakes are applied after the first bounce.
For maximum tire service, delay brake application
until the plane is definitely settled into its final roll.
More tires fail on takeoff than on landing and
such failurrs on takeoff can be extremely danger-
ous. For that reason, emphasis must be placed on
proper preflight inspection of tires and wheels.
Condition of landing Field
Regardless of the preventive maintenance and
extreme care taken by the pilot and ground crew
in handling the aircraft, tire damage is almost
sure to result if runways, taxi strips, ramps and
other paved field areas are in a bad condition or
poorly maintained.
Chuck holes, pavement cracks or step-offs from
these areas to the ground, all can cause tire dam-
age. In cold climates, especially during the winter,
all pavement breaks should be repaired imme-
diately.
Another hazardous condition often overlooked
is accumulated loose material on paved areas and
hangar floors. Stones and other foreign materials
should also be swept off all the paved areas. In
addition, tools, bolts, rivets and other repair ma-
terials are sometimes left lying on the aircraft and
when the aircraft is moved, these materials drop
off. These objects picked up by the tires of an-
other aircraft can cause punctures, cuts, or com-
plete failure of the tire, tube and even the wheel.
With jet aircraft, it is even more important that
foreign material be kept off areas used by aircraft.
Hydroplaning
This is a condition whereby on wet runways, a
wave of water can build up in front of spinning
tires and when over-run, tires will no longer make
contact with the runway. This results in the com-
plete loss of steering capability and braking action.
Hydroplaning can also be caused by a thin film of
395
water on the runway mixing with the contaminants
present. (See figure 9-63.)
Cross cutting of runways has been completed at
some of the major airports and reportedly has
greatly reduced the danger of hydroplaning. How-
ever, the ridges of concrete created by this cross-
cutting can cause a chevron type of cutting of
tread ribs, particularly with the higher pressure
tires used on jet aircraft. These cuts are at right
angles to the ribs and rarely penetrate to the fabric
tread reinforcing strip. Such damage would not
be considered cause for removal unless fabric was
exposed due to a piece of tread rib being torn out.
Most tube repairs are necessary because of valves
being broken off or otherwise damaged. However,
occasionally, a tube might be cut, punctured, or
damaged by the tire tools during mounting or de-
mounting. Injuries larger than one inch can be
repaired by using a reinforcement patch inside the
tube. This reinforcement would be the same ma-
terial that is used for repairing the tube on the
outside. An injury smaller than one inch should
not need a reinforcement piece.
Chafing damage caused by the toe of the tire
bead, or thinning out of the tube from brake heat
should be cause for immediate scrapping of the
tube.
Therr are three general types of valves used in
aircraft inner tubes:
1. The rubber valve, which has a rubber stem
and a rubber base cured to the outside
surface of the inner tube. This valve is
similar to those used on inner tubes in pas-
senger car service,
Replacement of this valve can be made by
most any gasoline service station or garage,
providing they have the proper valve for
replacement.
Metal valve with rubber base. These are
easily recognized since the rubber base is
similar to the one used on the all-rubber
valve just described. Generally, replace-
ment is made by the same method but it is
absolutely necessary- that the replacement
valve have the same dimensions as the
original.
Metal valve with a fabric-reinforced rubber
base. The base may be cured on top of the
tube. or it may be cured into the tube. The
metal valve may have to be bent to the
proper angle, or angles. Repairing of this
type of tube is more difficult because it is
necessary to replace the valve pad. Ex-
perienced personnel and special equipment
are necessary to effect the proper cure of
the replacement valve pad to the inner
tube.
Repair type valves are also available for valves
mentioned in 2 and 3 above. These are applied by
cutting off the original valve and screwing on a
replacement repair valve to the spud of the original
valve. Follow instructions pro\-ided by the manu-
facturer of these repair type valves.
SIDEWALL-INFLATED AIRCRAFT TIRES
Some tires for small aircraft are manufactured
with a valve in the sidewall, thus eliminating the
need for machining the wheel to take a conven-
tional valve (see figure 9-64).
396
Inflation as well as checking air pressure, is ac-
complished by inserting a needle through the rub-
ber sidewall valve, similar to the way footballs and
other sporting goods equipment are inflated. Care
should be given these needles. If damaged, they
may injure the valve, resulting in air loss, par-
ticularly when the tire is under load.
Replacing these valves is easy. The only equip-
ment needed is a knife or scissors to cut off the old
valve inside the tire, and a piece of string for in-
A. Normal
B. Worn out
serting the replacement valv-e. It is even possible
to replace these valves without completely remov-
ing the tire from the wheel.
TIRE INSPECTION SUMMARY
Tires in service should be inspected regularly for
ctxcessive wrar or other conditions which may ren-
der the tire unsafe. This will reduce tire costs
noticeably and. may prevent a serious accident.
Figure 9-G shows the most common types of tire
wear and damage.
A
B
A. Open tread splice B. Thrown tread
C. Under inflation D. Over inflation
C. Peeled rib D. Tread chunking
B-Cont.
A. Cut B. Blister and tread C. Groove cracking
separation and rib undercutting
A. Skid B. Tread rubber reversion
D. Flaking and chipping
C. Chevron cutting D. Fabric fraying
A. Circumferential
cracks
B. Radial cracks
FIGL.RC 65-Cont.
398
C. Weather checking.
A. Impact break B. Liner breakdown C. Contamination
ANTISKID SYSTEM control box, two skid control valves, a skid control
switch, a warning lamp, and an electrical control
harness with a connection to the squat switch.
The purpose of a wheel brake is to bring a rap-
idly moving aircraft to a stop during ground roll.
It does this by changing the energy of movement
into heat energy through the friction developed in
the brakes. A feature found in high performance
aircraft braking systems is skid control or antiskid
protection. This is an important system because
if a wheel goes into a skid, its braking value is
greatly reduced.
A. Brake heat damage IK Chaff damage
FlCURIi 6.5--Collt.
The skid control system performs four functions:
(1) normal skid control, (2) locked wheel skid
control, (3) touchdown protection, and (4) fail-
safe protection. The main components of the sys-
tem consist of two skid control generators, a skid
Normal Skid Control
Normal skid control comes into play when wheel
rotation slows down but has not come to a stop.
When this slowing clown happens, the wheel sliding
action has just begun but has not yet reached a
full scale slide. In this situation the skid control
valve removes some of the hydraulic pressure to
the wheel. This permits the wheel to rotate a
little faster and stop its sliding. The more intense
the skid is, the more braking pressure is removed.
The skid detection and control of each wheel is
completely independent of the others. The wheel
399
skid intensity is measured by the amount of wheel
slow-down.
Skid Control Generator
The skid control generator is the unit that
measures the wheel rotational speed. It also senses
any changes in the speed. It is a small electrical
generator, one for each wht~=l, mounted in the
wh~~t~l axle. The generator armature is coupled
to, and dri\-en by. the main wheel through the
drive cap in the wheel. As it rotates, the generator
drl.elops a voltage and currtlnt signal. The signal
strength indicates the w-het~l rotational speed. This
signal is fed to the skid control box thrgugh the
harness.
Skid Control Box
The box reads the signal from the generator and
senses change in signal strength.
these as developin
It can interpret
g skids: locked wheels, brake ap-
plications, and brake releases. It analyses all it
reads, then sends appropriate signals to solenoids
in the skid control valves.
Skid Control Valves
The two skid control valves mounted on the
brake control valve are solenoid operated. Electric
signals from the skid control box actuate the sole-
noids. If there is no signal (because there is no
wheel skidding), the skid control valve will have
no effect on brake operation. But. if a skid de-
velops, either slight or serious. a signal is sent to
the skid control valve Polenoid. This solenoids
action lowers the metered pressure in the line be-
tween the metering \-all-r and the brake cylinders.
It does so by dumping fluid into the reservoir
return lint, whent*\.rr the solenoid is energized.
Naturally. this imm~~diately relaxes the brake ap-
plication. The pressure flow into the brake lines
from the metering valves continues as long as the
pilot depresses the brake pedals. nut the flow
and pressure is rerouted to the reservoir instead
of to the wheel brakes.
Thta utility system pressure enters the brake con-
trol valve where it is mett>rcd to the wheel brakes
in proportion to the forcr applied on the pilots
foot pedal. However, before it can go to the
brakes, it must pass through a skid control valve.
There, if the solenoid is actuated: a port is opened
in the line between the brake control valve and the
hrake. This port vents the brake application pres-
sure to the utility system return line. This reduces
thr brake application. and the wheel rotates faster
again. The system is dcsignetl to apply enough
force to operate just below the skid point. This
gives the most effective braking.
Pilot Control
The pilot can turn off the operation of the anti-
skid systczm by a switch in the cockpit. A warning
lamp lights when the system is turned off or if
there is a system failure.
locked Wheel Skid Control
The locked wheel skid control causes the brake
to be fully released whrn its wheel locks. A locked
wheel easily occurs on a patch of ice due to lack
of tire friction with the surface. It will occur if
the normal skid control does not prevent the wheel
from reaching a full skid. To relieve a locked
wheel skid. the pressure is bled off longer than in
normal skid function. Thi? is to give the wheel
time to regain speed. The locked wheel skid con-
trol is out of action during aircraft speeds of less
than 15-20 mph.
Touchdown Protection
The touchdown protection circuit pret-rnts the
brakes from being applied during the landing ap-
proach even if the brake pedals arr depressed.
This prevents the wheels from bring locked when
they contact the runway. The wheels have a
chance to begin rotating beforr they carry the full
weight of the aircraft. Two conditions must exist
before the skid control valves permit brake appli-
cation. Without them the skid control bos will
not send the proper signal to the valve solenoids.
The first is that the squat switch must signal that
the weight of the aircraft is on the wheels. The
second is that the whet.1 gentbrators sense a whet-31
speed of over 15-20 mph.
Fail-Safe Protection
The fail-safe protection circuit monitors opera-
tion of the skid control system. It automatically
returns the brake system to full manual in case of
system failurr. It also turns on a warning light.
LANDING GEAR SYSTEM MAINTENANCE
Because of the stresses and pressures acting on
the landing gear, inspection, servicing, and other
maintenance becomes a continuous process. The
most important job in the maintenance of the air-
craft landing gear system is thorough, accurate
inspections. To properly perform the inspections, all
surfaces should be cleaned to ensure that no trouble
spots go undetected.
Periodically, it will be necessary to inspect shock
struts, shimmy dampers, wheels, wheel bearings,
tires, and brakes. During this inspection, check for
the presence of installed ground safety locks. Check
landing gear position indicators, lights, and warn-
ing horns for operation. Check emergency control
handles and systems for proper position and condi-
tion. Inspect landing gear wheels for cleanliness,
corrosion, and cracks. Check wheel tie bolts for
looseness. Examine anti-skid wiring for deteriora-
tion. Check tires for wear, cuts, deterioration, pres-
ence of grease or oil, alipnntent of slippage marks,
and proper inflation. Inspect the landing gear mech-
anism for condition, operation, and proper adjust-
ment. Lubricate the landing gear, including the nose
wheel steering. Check steering system cables for
wear, broken strands, alignment, and safetying. In-
spect landing gear shock struts for such conditions
as cracks, corrosion, breaks, and security. Where
applicable, check the brake clearances.
Various types of lubricants are required to lubri-
cate points of friction and wear on the landing
gear. These lubricants are applied by hand, an oil
can, or a pressure-type gl-ease gnn. Before using the
pressure-type grease gun, wipe the lubrication fit-
tings clean of old grease and dust accumulations,
Emel
because dust and sand mixed with a lubricant pro-
duce a very destructive abrasive compound., As each
fitting is lubricated, the excess lubricant on the
fitting and any that is squeezed out of the assembly
should be wiped off. Wipe the piston rods of all
exposed actuating cylinders; clean them frequently,
particularly prior to operation, to prevent damage
to seals and polished surfaces.
Periodically, wheel bearings must be removed,
cleaned, inspected, and lubricated. When cleaning a
wheel bearing, use a suitable cleaning solvent.
(Leaded gasoline should not be used.) Dry the
bearing by directing a blast of dry air between the
rollers. Do not direct the air so that it will spin the
bearing, as it may fly apart and injure nearby per-
sons. When inspecting the bearing, check for de-
fects that would render it unservicable, such as
flaked, cracked, or broken bearing surfaces; rough-
ness due to impact pressure or surface wear; corro-
sion or pitting of the bearing surfaces; discolora-
tion from excessive heat; cracked or broken cages;
T Uplock switch r Forward latch
Latch cylinder
-gency release cable
Sector -/ FL r .
n
i
/
I \
/
Latch hook
FTGI.RI: 9-66. Main gear door latch mechanisms.
or scored or loose bearing cups or cones which
would affect proper seating on the axle or wheel. If
any of these defects exist replace the bearing with a
servicable one. To prevent rust or corrosion, lubri-
cate the bearing immediately after cleaning and in-
specting it.
To apply lubricant to a tapered roller bearing,
place a small amount of the proper lubricant on the
palm of the hand. Grasp the cone of the bearing
assembly with the thumb and first two fingers of the
other hand, keeping the larger diameter of the bear-
ing next to the palm. Move the bearing assembly
across the hand toward the thumb, forcing the lu-
bricant into the space between the cone and rollers.
Turn the assembly after each stroke until all open-
ings between the rollers are filled with lubricant.
Remove the excess lubricant from the cone and the
outside of the cage.
landing Gear Rigging and Adjustment
Occasionally it becomes necessary to adjust the
landing gear switches, doors, linkages, latches, and
locks to assure proper operation of the landing
gears and doors. When landing gear actuating cyl-
Latch cylinder
Latch hook
(latched positi
inders are replaced and when length adjustments
are made, overtravel must be checked. Overtravel is
that action of the cylinder piston beyond the move-
ment necessary for landing gear extension and re-
traction. The additional action operates the landing
gear latch mechanism.
Because of the wide variety of aircraft types and
designs, procedures for rigging and adjusting land-
ing gear will vary. Uplock and downlock clearances,
linkage adjustments, limit switch adjustments, and
other landing gear adjustments vary widely with
landing gear design. For this reason, always consult
the applicable manufacturers maintenance or serv-
ice manual before performing any phase of landing
gear rigging or installation.
Adiusting landing Gear latches
The adjustment of latches are of prime concern
to the airframe mechanic. A latch is used in landing
gear systems to hold a unit in a certain position
after the unit has traveled through a part of, or all
of, its cycle. For example, on some aircraft, when
the landing gear is retracted, each gear is held in
the up position by a latch. The same holds true
Latch cylinder
7
m(/ Latched roller
l/8 + 3/32 inch
( A) Latch roller clearance (B) Latch roller support adjustment
I$xRI~: 947. Landing gear door latch installations.
402
* --I--
when the landing gear is extended. Latches are also
used to hold the landing gear doors in the open and
closed positions.
There are many variations in latch design. How-
ever, all latches are designed to accomplish the same
thing. They must operate automatically, at the
proper time, and hold the unit in the desired posi-
tion. A typical landing gear door latch is described
in the following paragraphs.
On this particular aircraft, the landing gear door
is held closed by two door latches. As shown in
figure 9-66, one is inatallrd near thv rear of the
door. To have the door locked securely, both locks
must grip and hold the door tightly against the
aircraft structure. The principal components of each
latch mcchani~m &own in figurr 9-M are a hy-
draulic latch cylinder, a latch hook, a spring loaded
crank-and-lever linkage, and a sector. The latch cyl-
inder is hydraulically connected with the landing
gear control system and mechanically connected,
through linkage, with the latch hook. When hy-
draulic pressure is applied, the cylinder operates the
linkage to engage (or disengage) the hook with (or
from) the latch roller on the door. In the gear-down
sequence the hook is disengaged by the spring load
on the linkage. In the gear-up sequence, spring
action is reversed when the closing door is in
contact with the latch hook and the cylinder oper-
ates the linkage to engage the hook with the latch
roller.
Cables on the landing gear emergency extension
system are connected to the sector to permit emer-
gency release of the latch rollers. An uplock switch
is installed on, and actuated by, each latch to pro-
vide a gear-up indication in the cockpit.
With the gear up and the door latched, inspect
the latch roller for proper clearance as shown in
figurr 947. view A. On this installation the rc-
quired clearance is l/8 &3/32 in. If the roller is
not within tolerance it may be adjusted by loosen-
ing its mounting bolts and raising or lowering the
latch roller support. This may be done due to the
elongated holes and serrated locking surfaces of the
latch roller support and serrated plate (view B) ,
Landing Gear Door Clearances
Landing gear doors have specific allowable clear-
ances which must be maintained between doors and
the aircraft structure or other landing gear doors.
These required clearances can be maintained by
adjusting the door hinges and connecting links and
trimming excess material from the door if neces-
sary.
On some installations, door hinges are adjusted
by placing the serrated hinge and serrated washers
in the proper position and torquing the mounting
bolts. Figure 9-68 illustrates this type of rmuntiny.
which allows linear adjustments. The amount of
linear adjustment is controlled by the length of the
elongated bolthole in the door hinge.
The distance the landing gear doors open or close
depends upon the length of door linkage and the
adjustment of the door stops. The manufacturers
maintenance manuals specify the length of door
linkages and adjustment of stops or other pro-
cedures whereby correct adjustments may be made.
landing Gear Drag and Side Brace Adjustment
The landing gear side brace illustrated in figure
9--69 consists of an upper and lowclr link, hinged at
the center to permit the brace to jackknife during
retraction of the landing gear. The upper end pivots
on a trunnion attached to the wheel well overhead.
The lower end is connected to the shock strut.
On the side brace illustrated, a locking link is
incorporated between tbe upper end of the shock
strut and the lower drag link. Usually in this type
installation, the locking mechanism is adjusted so
that it is positioned slightly overcenter. This pro-
vides positive locking of the side brace and the
locking mechanism, and as an added safety feature,
prevents inadvertant gear collapse caused by the
side brace folding.
To adjust the overcenter position of the side
brace locking link illmtratrd in figure 949, place
the landing gear in the down position and adjust
the lock link end fitting so that the side brace lock
link is held firmly overcenter. Manually break the
403
Push-pull
Door arm stop
Bellqank
U plock
tube
\
Door
\
I
Gear
actuator I
Landing
gear
actuator
Uplock push-pull tube
Bellcrank
/
Side b;ace
lock link
Spring scale
lock link and move the landing gear to a position 5
or 6 in. inboard from the down locked position,
then release the gear. The landing gear must free-
fall and lock down when released from this posi-
tion.
In addition to adjusting overcenter travel, the
down lock spring tension must be checked using a
spring scale. The tension should be between 40 to
60 Ibs. for the lock link illustrated. The specific
tension and procedure for checking will vary on
other aircraft.
landing Gear Retraction Check
There are several occasions when a retraction
check should be performed. First, a retraction check
should be performed during an annual inspection of
the landing gear system. Second, when performing
maintenance that might affect the landing gear link-
age or adjustment, such as changing an actuator,
make a retraction check to see whether everything
is connected and adjusted properly. Third, it may
be necessary to make a retraction check after a
hard or overweight landing has been made which
may have damaged the landing gear. Closely inspect
the gear for obvious damage and then make the
retraction check. And finally, one method of locat-
ing malfunctions in the landing gear system is to
perform a gear retraction check.
There are a number of specific inspections to
perform when making a retraction check of landing
gear. Included are:
(1) Landing gears for proper retraction and
extension.
(2) Switches, lights, and warning horn or
buzzer for proper operation.
404
(3) Landing gear doors for clearance and
(7) Any unusual sounds such as those caused
freedom from binding.
by rubbing, binding, chafing, or vibra-
tion.
(4) Landing gear linkage for proper opera-
tion, adjustment, and general condition.
The procedures and information presented herein
were intended to provide familiarization with some
(5) Latches and locks for proper operation
of the details involved in landing gear rigging, ad-
and adjustment.
justments, and retraction checks and do not have
general application. For exact information regard-
(6) Alternate extension or retraction systems
ing a specific aircraft landing gear system, consult
for proper operation.
the applicable manufacturers instructions.
405
GENERAL
Because fire is one of the most dangerous threats
to an aircraft, thr potential fire zonrs of modern
multi-rnginr aircraft are protected hp a fixed fire
protection system. A fire zone is an area or
region of an aircraft designed by the manufacturer
to require fire detection and:or fire extinguishing
rqulpmcnt and a high degree of inherent fire rc-
siatancc. The term fixed drscribrs a permanently
installed system in contrast to any type of portable
fire extinguishing rquipmtbnt, such as a haud-held
CO, fire extinguisher.
A complete fire protection system on modern
aircraft and on many oldt>r model aircraft includes
both a fire detection and a fire extinguishing
system.
To detect fires or overheat col;ditions, detectors
are placed in the various zonrs to br monitored.
Fires arc detrctrd in reciprocating rnginr aircraft,
using one or more of the following:
(1) Overheat detectors.
(2) Rate-of-temperature-rise detectors.
(3) Flame detectors.
(4) Observation by crewmembers.
In addition to these methods, other types of de-
tectors arc used in aircraft fire protection systems,
but are seldom used to detcbct rngine fires; for
example, smoke detectors arc better suited to moni-
tor areas such as haggage compartments, where
materials hurn slowly, or smolder. Other typrs of
detectors in this category include carbon monoxide
detectors and chemical sampling equipment capable
of dptrcting combustihlr mixtures that can lead to
accumulations of explosive gases.
Detection Methods
The following list of detection mtathods includrs
those most commonly used in turbine engine air-
craft fire protection systems. The complete air-
craft fire protection system of most large turbine
engine aircraft will incorporate ervcral of three
different detection methods.
(I) Rate-of-temperature-rise detectors.
(2) Radiation srnsing dctcctors.
CHAPTER 10
FIRE PROTECTION SYSTEMS
( 3) Smoke tlctcctors.
(-1.) Overheat dWctors.
(5) Carhon monoGdt% dctrrtor.*.
(6) Combuetibl~~ mi.\turtx tltbtcctorh.
(7) Fiber-optic d(lttbctcjr.;.
(8) Ohscrvation of crew or passcngtrs.
The thrtv, types of dctcctors most comnlorll! u+txd
for fast dcttction of fir,+ arc thr r&t,-of-&b.
radiation scncing, and o\-crh;lt tlctrlctors;.
Detection System Requirements
Fire protection systrms on modrrn aircraft do
not rel) on ohsrrbation I~!- rrtwmtnlhtrs a* a
primary mrthtrd of fir,> dt~tt~ctinn. AII idcal ilre
detection system will includes as many as possihlt,
of tht; following fcaturcs:
(I) A system which will not cause fah
warnings under any flight or ground
operating conditions.
(2) Rapid indication of a fire and accurate
location of the fire.
(3) Accurate indication that a fire is out.
(4) Indication that a fir,, has rc-ignited.
(5) Continuous indication for duration of a
fire.
6) Means for c~l~~ctrically trsting thr tletec-
tor sy?;tc>m from thts aircraft cockpit.
7) Dt*tcctors which resist t-sposurt to oil,
water: vibration. cl.\trrnir temperatures,
maintc~nancc handling.
(8) Detrctors which arc light in wGght and
easily adaptable to any mounting posi-
tion.
i9) Detector circuitry which operates ,di-
rectly from the aircraft power system
without inverters.
(10) Minimum electrical currrnt rfsquirements
whrn not indicating a fire.
(11) Each dctrrtion spctcm should actuate a
cockpit light indicating the location of
the fire and an audible alarm system.
(12) A separatt, detection system for each
engine.
407
There are a number of detectors or sensing de-
vices available. Many older model aircraft still
operating art= taquipped with some type of thermal
switch system or thermocouple system.
FIRE DETECTION SYSTEMS
A fire detection system should signal the presence
of a fire. Units of the system are installed in loca-
tions where there are greater possibilities of a fire.
Three detector systems in common use are the ther-
mal switch system, thermocouple system, and the
continuous-loop detector system.
Thermal Switch System
A thermal switch system consists of one or more
lights energized by the aircraft power system and
thermal switches that control operation of the
light(s) . These thermal switches are heat-sensitive
units that complete electrical circuits at a certain
temperature. They are connected in parallel with
each other but in series with the indicator lights
(figure 10-l). If the temperature rises above a set
value in any one section of the circuit, the thermal
switch will close, completing the light circuit to
indicate the presence of a fire or overheat condi-
tion.
FIGURE l&l. Thermal switch fire circuit.
No set number of thermal switches is required;
the exact number is usually determined by the air-
craft manufacturer. On some installations several
thermal detectors are connected to one light; on
others there may be only one thermal switch for an
indicator light.
Some warning lights are the push-to-test type.
The bulb is tested by pushing it in to complete an
auxiliary test circuit. The circuit in figure 10-l
includes a test relay. With the relay contact in the
position shown, there are two possible paths for
current flow from the switches to the light. This is
an additional safety feature. Energizing the te.st
relay completes a series circuit and checks all the
wiring and the light bulb.
Also included in the circuit shown in figure 10-l
is a dimming relay. By energizing the dimming
relay, the circuit is altered to include a resistor in
series with the light. In some installations several
circuits are wired through the dimming relay, and
all the warning lights may be dimmed at the same
time.
The thermal switch system uses a bimetallic ther-
mostat switch or spot detector similar to that shown
in figure 10-2. Each detector unit consists of a
bimetallic thermoswitch. Most spot detectors are
dual-terminal thermoswitches.
ii\ n
FIGURE 10-2. Fenwal spot detector.
Fenwal Spot Detector
Fenwal spot detectors are wired in parallel be-
tween two complete loops of wiring, as illustrated in
figure 10-3. Thus, the system can withstand one
fault, either an electrical open circuit or a short to
ground, without sounding a false fire warning. A
double fault must exist before a false fire warning
can occur. In case of a fire or overheat condition,
the spot-detector switch closes and completes a
circuit to sound an alarm.
The Fenwal spot-detector system operates without
a control unit. When an overheat condition or a fire
causes the switch in a detector to close, the alarm
bell sounds and a warning light for the affected
area is lighted.
Thermocouple Systems
The thermocouple fire warning system operates
on an entirely different principle than the thermal
switch system. A thermocouple depends upon the
rate of temperature rise and will not give a warning
when an engine slowly overheats or a short circuit
408
Loop A
FIGURE 10-3. Fenwal spot-detector circuit.
develops. The system consists of a relay box, warn-
ing lights, and thermocouples. The wiring system of
these units may be divided into the following cir-
cuits (figure 104) : (1) The detector circuit, (2)
the alarm circuit, and (3) the test circuit.
The relay box contains two relays, the sensitive
relay and the slave relay, and the thermal test unit.
Such a box may contain from one to eight identical
circuits, depending on the number of potential fire
zones. The relays control the warning lights. In
turn, the thermocouples control the operation of the
relays. The circuit consists of several thermocouples
in series with each other and with the sensitive
relay.
The thermocouple is constructed of two dissimilar
metals such as chrome1 and constantan. The point
where these metals are joined and will be exposed
to the heat of a fire is called a hot junction. There
is also a reference junction enclosed in a dead air
space between two insulation blocks. A metal cage
surrounds the thermocouple to give mechanical pro-
tection without hindering the free movement of air
to the hot junction.
If the temperature rises rapidly, the thermocouple
produces a voltage because of the temperature dif-
ference between the reference junction and the hot
junction. If both junctions are heated at the same
rate, no voltage will result and no warning signal is
given.
If there is a fire, however, the hot junction will
heat more rapidly than the reference junction. The
ensuing voltage causes a current to flow within the
detector circuit. Any time the current is greater
than 4 milliamperes (0.004 ampere), the sensitive
relay will close. This will complete a circuit from
Thermocouples
Sensitive relay
Slave relav
J
I
n J I I
e
-
Alarm circuit
FIGURE 10-4. Thermocouple fire warning circuit,
409
the aircraft power system to the coil of the slave
relay which closes and completes the circuit to the
fire-warning light.
The total number of thermocouples used in indi-
vidual detector circuits depends on the size of the
fire zone and the total circuit resistance. The total
resistance usually does not exceed 5 ohms. As
shown in figure 10-4, the circuit has two resistors.
The resistor connected across the terminals of the
slave relay absorbs the coils self-induced voltage.
This is to prevent arcing across the points of the
sensitive relay, since the contacts of the sensitive
relay are so fragile they would burn or weld if
arcing were permitted.
When the sensitive relay opens, the circuit to the
slave relay is interrupted and the magnetic field
around its coil collapses. When this happens, the
coil gets a voltage through self-induction, but with,
the resistor across the coil terminals, there is a path
for any current flow as a result of this voltage.
Thus, arcing at the sensitive relay contacts is elimi-
nated.
Continuous-loop Detector Systems
A continuous-loop detector or sensing system per-
mits more complete coverage of a fire hazard area
than any type of spot-type temperature detectors.
Continuous-loop systems are versions of the thermal
switch system. They are overheat systems, heat-sen-
sitive units that complete electrical circuits at a
certain temperature. There is no rate-of-heat-rise
sensitivity in a continuous-loop system. Two widely
used types of continuous-loop systems are the Kidde
and the Fenwal systems.
In the Kidde continuous-loop system (figure
10-5)) two wires are imbedded in a special ceramic
core within an Inconel tube.
FIGURE 10-5. Kidde sensing element.
FIGURE 10-6. Fenwal sensing element.
One of the two wires in the Kidde sensing system
is welded to the case at each end and acts as an
internal ground. The second wire is a hot lead
(above ground potential) that provides a current
signal when the ceramic core material changes its
resistance with a change in temperature.
Another continuous-loop system, the Fenwal sys-
tem (figure 10-6)) uses a single wire surrounded by
a continuous string of ceramic beads in an Inconel
tube.
The beads in the Fenwal detector are wetted with
a eutectic salt which possesses the characteristic of
suddenly lowering its electrical resistance as the
sensing element reaches its alarm temperature. In
both the Kidde and the Fenwal systems, the resist-
ance of the ceramic or eutectic salt core material
prevents electrical current from flowing at normal
temperatures. In case of a fire or overheat condi-
tion, the core resistance drops and current flows
between the signal wire and ground, energizing the
alarm system.
The Kidde sensing elements are connected to a
relay control unit. This unit constantly measures the
total resistance of the full sensing loop. The system
senses the average temperature, as well as any sin-
gle hot spot.
The Fenwal system uses a magnetic amplifier con-
trol unit. This system is non-averaging but will
sound an alarm when any portion of its sensing
element reaches the alarm temperature.
Both systems continuously monitor temperatures
in the affected compartments, and both will auto-
matically reset following a fire or overheat alarm
after the overheat condition is removed or the fire
extinguished.
410
Discrete element
Operating power unit
Responder
--
T I--1
113v.a.c.
400 -1
&CO
I
-4
Teflon sheath 1 - j 1
Diaphra& switch 1
r
El
5-e
I
115v.a.c. C -
I -
Fire test switch
L-1 *
FIGURE 10-7. Lindberg fire detection system schematic.
Continuous Element System
The 1,indberg fire detection system (figure 10-7)
is a continuous-element type detector consisting of a
stainless steel tube containing a discrete element.
This element has been processed to absorb gas in
proportion to the operating temperature set point.
When the temperature rises (due to a fire or over-
heat condition) to the operating temperature set
point, the heat generated causes the gas to be re-
leased from the element. Release of the gas causes
the pressure in the stainless steel tube to increase.
This pressure rise mechanically actuates the dia-
phragm switch in the responder unit, activating the
warning lights and an alarm bell.
A fire test switch is used to heat the sensors,
expanding the trapped gas. The pressure generated
closes the diaphragm switch, activating the warping
system.
Overheat Warning Systems
Overheat warning systems are used on some air-
craft to indicate high area temperatures that may
lead to a fire. The number of overheat warning
systems varies with the aircraft. On some aircraft,
they are provided for each engine turbine and each
nacelle, on others they are provided for wheel well
areas and for the pneumatic manifold.
When an overheat condition occurs in the detec-
tor area. the system causes a light on the fire con-
trol panels to flash.
In most q.stems the detector is a type of thermal
switch. Each detector is operated when the heat
rises to a specified temperature. This temperature
depends upon the system and the type and model of
the aircraft. The switch contacts of the detector are
on spring struts, which close whenever the meter
case is expanded by heat. One contact of each de-
tector is grounded through the detector mounting
bracket. The other contacts of all detectors connect
in parallel to the closed loop of the warning light
circuit. Thus, the closed contacts of any one detec-
tor can cause the warning lights to burn.
When the detector contacts close, a ground is
provided for the warning light circuit. Current then
flows from an electrical bus through the warning
lights and a flasher or keyer to ground. Because of
the flasher in the circuit, the lights flash on and off
to indicate an overheat condition.
TYPES OF FIRES
The Xational Fire Protection Association has
classified fires in three basic types:
a. Class A fires, d&led as fires in ordinary
combustible materials such as wood, cloth,
paper, upholskrp nlatcrials, etc.
b. Class B fires, defined as fires in flammable
petroleum products or other flammable or
combustible liquids, greases, solvents, paints,
etc.
c. Class C fires, defined as fires involving ener-
gized tktrical equipment where the electrical
non-conductivity of the extinguishing media
is of importance. In most cases where elec-
trical equipnlclnt is de-energized. estinguish-
ers suitable for USC on Class A or 13 fires may
be employed effectively.
Aircraft fires, in flight or on the ground, may
encompass either or all of these type fires. There-
411
fore, detection systems, extinguishing systems and
extinguishing agents as applied to each type fire
must be considcrcd. Each type fire has charac-
teristics that require special handling. Agents
usablr on Class A fires are not accrptable on Class
B or C fires. Agents rffcctivc on Class B or C
fires will have some cffrct on Class A firrs but are
not the most efhcient.
FIRE ZONE CLASSIFICATION
Powerplant compartments are classified into
zones based on the air flow through them.
a.
b.
C.
d.
e.
Class A Zone. Zones having large quantities
of air llowin g past regular arrangements of
similarly shaped obstructions. The power
section of a reciprocating engine is usually
of this type.
Class B Zone. Zones having large quantities
of air flowing past aerodynamically clean ob-
structions. Heat rschanger ducts and exhaust
manifold shrouds are usually of this type.
Also, zones where the inside of the enclosing
cowling or other closure is smooth, free of
pockets. and adequately drained so leaking
flammables cannot puddle arc of this type.
Turbine engine compartments may be con-
sidered in this class if engine surfaces are
aerodynamically clean and all airframe struc-
tural formers arc cowrrd by a fireproof liner
to product an acrodpnamically clean enclosure
surface.
Class C Zone. Zones having relatively small
air flow. An engine accrssory compartment
separated from the power section is an ex-
ample of this type of zone.
Class D Zone. Zones having very little or no
air flow. These include wing compartments
and wheel wells where little ventilation is
provided.
Class X Zone. Zones having large quantities
of air flowing through them and are of un-
usual construction making uniform distribu-
tion of the extinguishing agent very- difficult.
Zones containing derply reccssrd spaces and
pockets between large structural formers are
of this type. Tests indicate agent require-
ments to be double those for Class A zones.
EXTINGUISHING AGENT CHARACTERISTICS
Aircraft fire extinguishing agents have some
common characteristics which make them com-
patible to aircraft fire extinguishing systems. All
agents may be stored for long time periods without
adversely affecting the system components or agent
412
a. The Halogenated Hydrocarbon Agents.
(1) The most effective agents are the com-
pounds formed by replacement of one or
more of the hydrogen atoms in the simple
hydrocarbons methane and ethane by
halogen atoms.
(a)
(b)
The halogens used to form extinguish-
ing compounds are fluorine, chlorine,
and bromine. Iodine may be used but
is more expensive with no compensating
advantage. The extinguishing com-
pounds are made up of the element
carbon in all cases, along with different
combinations of hydrogen, fluorine,
chlorine, and bromine. Completely
halogenatcd agents contain no hydrogen
atoms in the compound. are thus more
stable in the heat associated with fire,
and are considered safer. Incompletely
halogenatrd compounds, those with one
or more hydrogen atoms, are classed as
fire extinguishing agents but under cer-
tain conditions may become flammable.
Thr probable extinguishing mechanism
of balogcnated agents is a chemical
interference in the combustion process
between fuel and oxidizer. Experi-
mental evidence indicates that the most
likely method of transferring energy in
the combustion procrss is by molecule
fragments resulting from the chemical
reaction of the constituents. If these
fragments are blocked from transferring
their cncrgy to the unburned fuel mole-
cules the combustion process may be
slowed or stopped completely (extin-
guished) . It is believed that the halo-
gcnated agents react with the molecular
fragments, thus preventing the energy
transfer. This may be termed chemi-
cal cooling or energy transfer block-
ing. This extinguishing mechanism is
much more effective than oxygen dilu-
tion and cooling.
quality. Agents in current use will not freeze at
normally expected atmospheric temperatures. The
nature of the devices inside a powerplant compart-
ment require agents that are not only useful against
flammable fluid fires but also effectiv-e on electric-
ally caused fires. The various agents characteris-
tics are narratively described and then summarized
in tabular form in Figures 10-8, 10-9, and 10-10.
Agents are classified into two general categories
based on the mechanics of extinguishing action:
the halogenatrd hydrocarbon agents and the inert
cold gas agents.
AGENT
Bromotrifluoromethane
CBr,F
BT
Halon 1301
Bromochlorodi-
fluoromethane
CBrClF,
BCF
Halon 1211
Bromochloromethane
CH,BrCl
CB
Halon 1011
Methyl bromide
CH,Br
MB
Halon 1001
Carbon tetrachloride
ccl,
CTC
Halon 104
Dibromodifluoromethane
CBr,F,
Halon 1202
Carbon dioxide
co,
Nitrogen
N,
ADVANTAGES
Excellent extinguishant, about 4x as effective
asCB
Nontoxic at normal temperatures
Noncorrosive
Compatible with conventional system, excel-
lent with HRD
Very effective extinguishant
L.ightweight storage containers
-- -~-
Very effective extinguishant when used in
conventional systems
Noncorrosive to steel and brass
Lightweight storage containers
More effective than CO,
Lightweight storage containers
Readily available
Low cost
Compatible with conventional and HRD
systems
Liquid at normal temperatures
Readily available
Low cost
Very effective extinguishant
Noncorrosive to aluminum, steel and brass
Lightweight storage containers
Conventional or HRD system
Conventional or HRD system
Relatively nontoxic
Noncorrosive
Readily available
Low cost
Under normal temperatures it provides its
own propellant
Very effective extinguishant
Noncorrosive
Basically nontoxic
System may provide large quantities of ex-
tinguishant
N, provides greatest 0, dilution
DISADVAXTAGES
I
~...
Moderately high cost
Heavier storage containers required
-- ---j
I
Low relative toxicity I
Requires N, pressure for expellant !
Relatively toxic at normal tclnprtatules
Very toxic when ~JXJII<~
Requires mechanical \,epr\r!zation d~~rnig dis
charge
Corrosive to aluminum and ma~~~e~~!~m
___ _-__. .- ..-
Relative!y toxic
Rapidly corrodes aluminum, zin,, and mag-
nesium
_.______.~ ..-- ----. - .-.-
Relatively toxic
Severely toxic when pyrolized
Corrosive to iron and other metals
Requires propellant charge
-...- .._._ _ -
Relatively toxic at normat temperatures
Very tovic when pyroked
High ccst.
___. -----.--.--- -.. -_-__
Can cause suffocatmn of personnel from
lengthy exposure
Reqllires heavy stnzge cgntalners
Requires N, booster in cnld climates
~_---_--__- .~.. -- -.
Zan cause suffocation from lengthly ex.
posure
Requires dewar to mamtain liquid
FICLWE 10-8. Extinguishing Agent Comparison.
1 -~- - ..---. - .- . _.
(c) Since halogwated agents react with thr niost apc>nt< ~rucrat~ rclati\ cl~ !1;: t Ill:c+
molrcular frapmcnts, new compounds -1lirloprcn acid-. Tlli-: i:htIlli(,ll rr2c!ion
are formed which in some cases present CauPcd b!- hat I j\ lJ-+ I 11181\1 somt
hazards much greater than the agents of tlivx* agt,rltG quilt, trl\iV i:: cs:iil;!li5!i-
themsclvrs. Carbon tetrachloride, for jug wr whil(~ Iwin, (r t55cll?iall\- nontosic
r~ample, ma!; form phosgenc. used in und(l tiormal ronlll mnditic~ur. To
warfare as a poison ga.s. How\-er,
waluatt tlic Icla!i;-e toxic hazard foi
GROUP DEFINITION
EXAMPLES
- --- ----
1
(Highest)
Sulfur dioxide
2 Cases or vapors which in concentrations of the order of l/2 to 1 per
cent by volume for durations of exposure of the order of l/2 hour are
Ammonia
lethal or produce serious injury.
Methyl bromide
~-
3 Cases or vapors which in concentrations of the order of 2 to 2% per cent
by volume for durations of exposure of the order of 1 hour are lethal or
Carbon tetrachloride
Chloroform
produce serious injury.
4 Gases or vapors which in concentrations of the order of 2 to 2% per cent
by volume for durations of exposure of the order of 2 hours are lethal or
Methyl chloride
produce serious injury.
Ethyl bromide
----.-.
5 Gases or vapors less toxic than Group 4 but more toxic than Croup 6.
Methylene chloride
Carbon dioxide
Ethane, Propane, Butane
6 Gases or vapors which in concentrations up to at least about 20 per cent Brornotrifluoromethane
( Lowest ) by volume for durations of exposure of the order of 2 hours do not pro-
duce injury.
I
FIGURE 10-9. Comparative life hazard of various refrigerants and other vaporizing liquids
and gases. (Classified by the Underwriters Laboratories, Inc.).
each agent. some conGderation must be
giLen to the cffcctivencss of the indi-
vidual agent. IhP more effective the
agcbnt. the less quantity of agent re-
quired and the quickrr will be the
estinguielimcnt. with less generation of
decompo~it ion prnduct5.
and cooling, enabling them to be stored
under pressure as liquids; these are
called liquefied gas extinguishing
agents. Both typt=s of agents may be
expelled from extinguishing system stor-
age vessels by using nitrogen gas as a
propellant.
\ d) T~WRP agc~ts arr classified through a
syatcm of halon numbttrs which de-
scribes the ecvc~ral chcGca1 compounds
making up this family of agents. The
first digit reprrstants the number of
carbon atoms in the compound mole-
cule ; thcx second digit. the number of
fluorine atoms ; the third digit, the
numhcr of chlorine atoms; the fourth
digit. the number of bromine atoms;
and the fifth digit, thtt number of iodine
atoms, if any. Terminal zeroes are not
esprtxssed. For rsample, bromotrifluor-
omethane (CBrF:,), is referred to as
Halon 1301.
(c, At ordinary room temperatures some
agrnts arc liquids that will vaporize
rcaclily though not instantaneously, and
arc rcft>rrc>d to as vaporizing liquid
estinpuishinp agents. Other agents are
gaseous at normal room temperature
but ma)- be liquefied by compression
414
(2) Characteristics of some halogenated agents
follow:
(a) Bromotrifluoromethane, CBrF,,, was de-
veloped by the research laboratories of
of E. I. DuPont de Nemours & Co. in a
program sponsored by the US. Armed
Forces for the devc>lopment of an air-
craft fire extinguishing agent. It is
very effective as an rxtinguishant, is
relatively non-toxic and requires no
pressurizing agent. This recently de-
veloped agent is gaining in usage be-
cause of its obvious advantages.
( b) Rromochlorodifluoromethane, CBrCIF?,
another very effective agent that has
been extensively tested by the U.S. Air
Force. It has relatively low toxicity
but it requires pressurization by nitro-
gen to expel it from storage at a satis-
factory rate for extinguishment.
(c) Chlorobromomethane, CHJ3rC1, was
originally developed in Germany in
World War II for military aircraft. It
is a more effective extinguishing agent
than carbon tetrachloride and is some-
what less toxic although it is classed in
the same hazard group.
(d) Methyl bromide, CH,,Br, has been used
in the extinguishing systems in British-
built aircraft engine installations for
many years. Its natural vapor is more
toxic than carbon tetrachloride and this
characteristic hinders its use. Methyl
bromide, as an incompletely halogenated
compound with three hydrogen atoms
per molecule, is a borderline material
which may be flammable in itself at
elevated temperatures. Tests indicate,
however, that it is quite effective in its
flame quenching power. Under the
conditions found in an aircraft engine
nacelle: the explosion suppression char-
acteristic is dominant.
(e) Dibromodifluoromethane, CBr,F, is
generally considered more effective than
methyl bromide and at least twice as
effective as carbon tetrachloride as a
flame suppressant. However, its rela-
tive toxicity limits its use where it may
enter inhabited compartments.
(f) Carbon tetrachloride, Ccl,, is described
in this manual primarily because of its
historical interest and to provide a com-
parison with the other agents. Ccl, is
seldom used in aircraft extinguishing
systems. It was the first generally ac-
cepted agent of the halogenated family
and has been used commercially during
the past GO years, particularly for elec-
trical hazards. In recent years, how-
ever, use of Ccl, has declined due
principally to the development of more
effective agents and in part to the grow-
ing concern about the toxic nature of
the Ccl, vapors, especially when de-
composed by heat.
b. Inert Cold Gas Agents.
Both carbon dioxide (CO,) and nitrogen (N,)
are effective extinguishing agents. Both are read-
ily available in gaseous and liquid forms; their
main difference is in the temperatures and pres-
sures required to store them in their compact liquid
phase.
(1) Carbon dioxide, CO,, has been used for
many years to extinguish flammable fluid
(2)
tires and fires involving electrical equip-
ment. It is noncombustible and does not
react with most sub.stances. It provides
its own prcssurc for discharge from the
storage vessel escept in extrrmcly cold
climates where a booster charge of nitro-
gen may br added to winterize the
spstem. Normally, (10, is a gas, but it is
easily liquefied bv comprcGon and cool-
ing. After liquciration, CO2 will remain
in a closed container as both liquid and
gas. When CO, is then discharged to the
atmosphere, most of the liquid expands
to gas. Heat absorbed by thr gas during
vaporization cools the remaining liquid
to -llO* F. and it becomes a finely
clividrd whim solid. dry- ice snow.
co, is about 155 times as heavy as air
which gives it the ability to replace air
above burning surfaces and maintain a
smothering atmosphere. CO, is effective
as an extinguishant primarily because it
dilutes the air and reduces the oxygen
content so that the air will no longer
support combustion. Under certain con-
ditions some cooling effect is also realized.
CO? is considered only mildly toxic, but
it can cause unconsciousness and death
by suffocation if the victim is allowed to
breath CO, in fire rxtinguishing concen-
trations for 20 to 30 minutes.
CO? is not effective as an extinguishant
on fires involving chemicals containing
their own oxygen supply, such as cellulose
nitrate (some aircraft paints). Also fires
involving magnesium and titanium (used
in aircraft structures and assemblies)
cannot be extinguished by CO,.
Nitrogen, N,, is an even more effective
extinguishing agent. Like CO,, NZ is an
inert gas of low toxicity. N, extinguishes
by oxygen dilution and smothering. It is
hazardous to humans in the same way as
CO,. But more cooling is provided by
N, and pound for pound, NZ provides
almost twice the volume of inert gas to
the fire as CO? resulting in greater dilu-
tion of oxygen,
The main disadvantage of NZ is that it
must be stored as a cyrogenic liquid
which requires a dewar and associated
plumbing to maintain the -320 F.
temperature of liquid nitrogen (LN,) .
Some large Air Force aircraft already
in service use LN, in several ways. LNr
systems are primarily utilized to inert the
415
_
_

_

_

_

I

.
i

.
.

.
_
_

.

-
-

-
-
-
-

-
-
-
_
.
-
_
_

1
.

_
.
^

.
_
-
.
_
.
-

_
_
.
.

i

.
_

-

-
_

_

_

_
_
_

2

I
.

-

.
.
-
.
-
-
-
_
_
_
-

.
_
.
_

k
.

-
-
.

-
.
-
-
-
-
.

.
^
.

-
_
-
_
_

i

.
.
_
_

-
.
.
_
-

.
-
_
_

atmo+err in thct furl tank ullagc by re-
placing most of thp air with dry gaseous
nitrogrn, therc,by diluting thr oxygen con-
tent. With the large quantities of LN,
thus availablta, ?i, is also being used for
aircraft fire control and is feasible as a
practical powerplant fire extinguishing
agent.
.4 long-duration LK, system discharge can
provide greater safety than conventional
short-duration system by cooling potential
reignition sources and reducing the va-
porization rate of any flammable fluids
remaining after extinguishment. Liquid
nitrogrn systems are cxpc,cted to see com-
mercial usage in thr near future.
FIRE EXTINGUISHING SYSTEMS
a. Hig-h-Knte-oj-l)ischarge Systmns. This term.
abbreviattbd HRD, is applied to the highly effective
systems most currently in use. Such HRD systems
provide high discharge ratcls through high pres-
surization , short feed lines, large discharge valves
and outlets. The extinguishing agent is usually
one of the halogenated hydrocarbons (halons)
sometimes boosted hy high-prtbssure dry nitrogen
(Su,). Because the agtwt and pressurizing gas of
an HRD system are released into the zone in one
second or less, the zone is temporarily pressurized,
and interrupts the ventilating air flow. The few.
large sized outlets are carefully located to produce
high velocity swirl effects for best distribution.
b. Comentionul Systems. This term is applied
to those fire t~xtinguishing installations first used
in aircraft Still used in some older aircraft, the
systems are satisfactory for tht-ir intended use but
are not as efficient as newer designs. Typically
these systems utilizta the perforated ring and the
so-called distributor-nozzle discharge arrangement.
One application is that of a perforated ring in the
accessory section of a reciprocating engine where
the air flow is low and distribution requirements
are not se\.ere. The distributor-nozzle arrange-
mtants are used in the power section of reciprocat-
ing engine installations with nozzles placed behind
thach cylinder and in other areas necessary to pro-
vidr adequate distribution. This system usually
usts carbon diosidtx (CO,) for extinguishant but
may use any other adequate agent.
RECIPROCATING ENGINE
CONVENTIONAL CO, SYSTEM
CO, is one of the earliest types of fire extin-
guisher systems for transport aircraft and is still
use-d on many older aircraft.
Fire extinguisher operating valve
FICURL N-11. Carl~on dioxide (CO,) cylinder installation.
This fire extinguisher system is designed around a
cylinder (figure 10-11) that stores the flame-smoth-
ering CO, under pressure and a remote control
valve assembly in the cockpit to distribute the extin-
guishing agent to the engines. The gas is distrib-
uted through tubing from the CO2 cylinder valve to
the control valve assembly in the cockpit, and then
to the engines via tubing installed in the fuselage
and wing tunnels. The tubing terminates in perfo-
rated loops which encircle the engines (figure
10-12).
To operate this type of engine fire extinguisher
system, the selector valve must be set for the engine
which is on fire. An upward pull on the T-shaped
control handle located adjacent to the engine selec-
tor valve actuates the release. lever in the CO, cylin-
der valve. The compressed liquid in the CO, cylin-
der flows in one rapid burst to the outlets in the
distribution line (figure 10-12) of the affected en-
gine. Contact with the air converts the liquid into
gas and snow which smothers the flame.
A more sophisticated type of CO2 fire protection
system is used on many four-engine aircraft. This
system is capable of delivering CO, twice to any
one of the four engines. Fire warning systems are
installed at all fire hazardous locations of the air-
craft to provide an alarm in case of fire.
417
FICIJRE 10-12. CO, fire extinguisher system cm a twin-engine transport aircraft.
The various warning systems operate fire warn-
ing lights on the cockpit fire control panels and also
energize a cockpit warning bell.
In one type of aircraft the CO, system consists of
six cylinders, mounted three to a row in each side
of the nose wheel well with flood valves installed on
each CO, bottle. The flood valves of each row are
connected with gas interconnect lines. The valves on
the two aft bottles in each bank are designed to be
opened mechanically by means of a cable connected
to the discharge control handles on the main fire
control panel in the cockpit. In case of discharge by
mechanical means, the forward bottle flood valve in
each bank is operated by the released COz pressure
from the two aft bottles through the interconnect
lines. The flood valve on the forward bottle of each
bank contains a solenoid. It is designed to be oper-
ated electrically by energizing the solenoid by de-
pressing a button on the control panel. In case of a
discharge by electrical means, the valves on the two
aft bottles of each bank are operated by the re-
leased CO1 pressure from the forward bottle
through the interconnector lines.
Each bank of COz bottles is equipped with a red
thermosafety-discharge indicator disk set to rupture
at or above a pressure of 2,650 p.s.i. IXschargju
overboard will occur at temperatures above 74 C.
Each bank of bottles is also equipped with a yellow
system-discharge indicator disk. Mounted adjacent
to the red disk, the yellow disk indicates which
bank of bottles has been emptied by a normal dis-
charge.
This type of CO, fire protection system includes
a fire -warning system. It is a continuous-loop, low-
impedance, automatic re-setting type for the engine
and nacelle areas.
A single fire detector circuit is provided for each
engine and nacelle area. Each complete circuit con-
sists of a control unit, sensing elements, a test relay,
a fire warning signal light, and a fire warning sig
nal circuit relay. Associated equipment such as flexi-
ble connector assemblies, wire, grommets, mounting
brackets, and mounting clamps are used in various
quantities, depending upon individual installation
requirements. On a four-engine nircfaft, four warn-
ing light assemblies, one for each engine and na-
celle area, give corresponding warning indications
when an alarm is initiated by a respective engine
418
fire warning circuit. Warning light assemblies in
the CO, manual release handles are connected into
all four engine fire detector circuits, along with a
fire warning bell with its guarded cutoff switch and
indicating light.
The insulated wire of the detector circuit runs
from the control unit in the radio compartment,
through the fuselage and wing, to the test relay.
The wire is then routed through the nacelle and
engine sections and back to the test relay, where it
is joined to itself to form a loop.
The control units are normally located on a radio
compartment rack. Each unit contains tubes or tran-
sistors, transformers, resistors, capacitors, and a po-
tentiometer. It also contains an integrated circuit
which introduces a time delay that desensitizes the
warning system to short-duration transient signals
that would otherwise cause momentary false alarms.
When a fire or overheat condition exists in an
engine or nacelle area, the resistance of the sensing
loop decreases below a preset value determined by
the setting of the control unit potentiometer which
is in the bias circuit of the control unit detector and
amplifier circuit. The output of this circuit is used
to energize the fire warning bell and fire warning
light.
TURBOJET FIRE PROTECTION SYSTEM
A fire protection system for a large multi-engine
turbojet aircraft is described in detail in the follow-
ing paragraphs. This system is typical of most tur-
bojet transport aircraft and includes components
and systems typically encountered on all such air-
craft.
The fire protection system of most large turbine
engine aircraft consists of two subsystems: (1) A
fire detection system and (2) a fire extinguishing
system. These two subsystems provide fire protec-
tion not only to the engine and nacelle areas but
also to such areas as the baggage compartments and
wheel wells.
Each turbine engine installed in a pod and pylon
configuration contains an automatic heat-sensing
fire detection circuit. This circuit consists of a
heat-sensing unit, a control unit, a relay, and warn-
ing devices. The warning devices normally include
a warning light in the cockpit for each circuit and a
common alarm bell used with all such circuits.
Extinguishing agent container
(Reserve agent container for No. 1 pod)
I
Fire control unit
Overheat control unit ( Typ. )
Test relay
\-H-t- I Test relav
Pylon discharge.
Diffuser orific
Continuous overheat
detection (sensing)
loop-aft compartment
discharge tube outlets
FIGLRT: 10-13. Typical pod and pylon fire protertion imtallation.
419
The heat-sensing unit of each circuit is a continu-
ous loop routed around the areas to he protected.
These areas are the burner and tailpipe areas. Also
included in most turbine engine aircraft are the
compressor and accessory areas, which in some in-
stallations may be protected by a separate fire pro-
tection circuit. Figure IO-13 illustrates the typical
routing of a continuous-loop fire detection circuit.
A typical continuous loop is made up of sensing
elements joined to each other by moistureproof
connectors, which are attached to the aircraft struc-
ture. In most installations, the loop is supported by
attachments or clamps every 10 to 12 in. of it5
length. Too great a distance between supports may
permit vibration or chafing of the unsupported sec-
tion and become a source of false alarms.
In a typical turbine engine fire detection system,
a separate control unit is provided for each sensing
circuit. The control unit contain5 an amplifier,
usually a transistorized or magnetic amplifier,
which produces an output when a predetermined
input current flow is detected from the sensing loop.
Each control unit also contains a test relay, which
is used to simulate a fire or overheat condition to
test the circuit. All the control units are mounted in
a relay shield or junction box located in a radio
compartment or in a special area of the cockpit.
The output of the control unit amplifier is used to
energize a warning relay, often called a fire relay.
Usually located near the control units, these fire
relays, when energized, complete the circuit to ap-
propriate warning devices.
The warning devices for engine and nacelle fires
and overheat conditions are located in the cockpit.
A fire warning light for each engine is usually
located in a special fire switch handle on the instru-
ment panel, light shield, or fire control panel. These
fire switches are sometimes referred to as fire-pull
T-handles. As illustmtd in figure IO-lil,, the T-han-
dle contains the fire detection warning light. In
some models of this fire-pull switch, pulling the
T-handle exposes a previously inaccessible extin-
guishing agent switch and also actuates micros-
witches which energize the emergency fuel shutoff
valve and other pertinent shutoff valves.
TURBINE ENGINE FIRE EXTINGUISHING SYSTEM
The typical fire extinguishing portion of a com-
plete fire protection system includes a cylinder or
container of extinguishing agent for each engine
and nacelle area. One type of installation provide5
for a container in each of four pylons on a multi-
Extinguishing agent
f
discharge switch
T-handle shaft A
Y
Fire and overheat warning lights
FKCRE 10-11. Fire-pull T-hndle switch.
engine aircraft. This type of system use3 an extin-
guishing agent container similar to the type shown
in figure 10-15. This type of container is equipped
with two disdharge valves which are operated by
electrically discharged cartridges. These two valve5
are the main and the reserve controls which release
and route the agent to the pod and pylon in which
the container is located or to the other engine on
the same wing. This type of two-shot, crosefeed
configuration permits the release of a second charge
of fire extinguishing agent to the same engine if
another fire breaks out, without providing two con-
tainers for each engine area.
Another type of four-engine installation wes two
independent fire extinguisher systems. The two en-
gines on one side of the aircraft are equipped with
two fire extinguisher containers, but they are lo-
cated together in the inboard pylon (figure lo-1G) .
A pressure gage, a diecharge plug, and a safety
discharge connection are provided for each con-
tainer. The discharge plug is sealed with a breaka-
ble disk combined with an explosive charge which
is electrically detonated to discharge the content5 of
the bottle. The safety discharge connection is
capped at the inboard side of the Btrut with a red
indicating disk. If the temperature rises beyond a
predetermined safe value, the disk will rupture,
dumping the agent overboard, and the discharge
will be indicated in the cockpit.
The manifold connecting the two containers of
the dual installation (figure 10-16) includes a dou-
ble check valve and a tee-fitting from which tubing
connects to the discharge indicator. This indicator
is capped at the inboard side of the strut with a
420
To No. 1 engine fire-pull switch
Second shot to No. 1 engine
To cockpit light
4
To No. 2 engine fire-pull switch
To overboard
vent 4-
Explosive -
cartridge
To No. 1 engine pod
FIGURE 10-15. Fire extinguisher system for a multi-engine aircraft.
yellow disk, which is blown out when the manifold
is pressurized from either container. The discharge
line has two branches (figure 10-16)) a short line
to the inboard engine and a long one extending
along the wing leading edge to the outboard engine.
Both of the branches terminate in a tee-fitting near
the forward engine mount.
Discharge tube configuration may vary with the
type and size of turbine engint installations. In
figure 10-17, a semicircular discharge tube with
Y-outlet terminations encircles the top forward area
of both the forward and aft engine compartments.
Diffuser orifices are spaced along the diffuser tubes.
A pylon discharge tube is incorporated in the inlet
line to discharge the fire extinguishing agent into
the pylon area.
Another type of fire extinguisher discharge con-
figuration is shown in figure 10-18. The inlet dis-
charge line terminates in a discharge nozzle, which
is a tee-fitting near the forward engine mount. The
tee-fitting contains diffuser holes which allow the
fire extinguishing agent to be released along the top
of the engine and travel downward along both sides
of the engine.
When any section of the continuous-loop circuit
is exposed to an overheat condition or fire, the
detector warning lights in the cockpit illuminate
and the fire warning bell sounds. The warning light
may be located in the fire-pull T-handle, or in some
installations the fire switch may incorporate the as-
sociated fire warning light for a particular engine
under a translucent plastic cover, as shown in figure
10-19. In this system, a transfer switch is provided
for the left and right fire extinguisher system. Each
transfer switch has two positions: TRANS and
NORMAL. If a fire occurs in the No. 4 engine,
the warning light in the No. 4 fire switch will
illuminate; and with the transfer switch in the
NORMAL position, the No. 4 fire switch is pulled
and the No. 4 push button discharge switch located
directly under the fire switch will be accessible.
Activating the discharge switch will discharge a
container of fire extinguishing agent into the No. 4
engine area.
If more than one shot of the agent is required,
the transfer switch is placed in the TRANS posi-
tion so that the second container can be discharged
into the same engine.
An alarm bell control permits any one of the
engine fire detection circuits to energize the
421
Outboard engine
\
selector valve
Fire extinguisher
--
/
bottle
----_
- --- \
Double
check teem-
Safety discharge
w ports ( red discs )

.\\ ..
.--\/
Discharge indicator
port (yellow disc)
FIGURE 10-16. Dual container installation and fittings.
common alarm bell. After the alarm bell sounds, it TURBINE ENGINE GROUND FIRE PROTECTION
can be silenced by activating the bell cutout switch
(figure 10-19). The bell can still respond to a fire
The problem of ground fires has increased in
seriousness with the increased size of turbine en-
signal from any of the other circuits.
Most fire protection systems for turbine engine
aircraft also include a test switch and circuitry
which permit the entire detection system to be
tested at one time. The test switch is located in the
center of the panel in figure 10-19.
gine aircraft. For this reason, means are usually
FKURE 10-17. Fire extinguisher discharge tubes.
FIGIXE 10-18. Fire extinguisher discharge nozzle location.
422
Left system transfer test switch -
Fire detection systems
test switch
-Bight system transfer switch
- Engine fire switches
I
Plastic cover
Bottle discharge switches
FIGURE 10-19. Fire detection system and fire switches.
provided for rapid access to the compressor, tail-
pipe, and/or burner compartments. Thus, many air-
craft systems are equipped with spring-loaded
access doors in the skin of the various compart-
ments. Such doors are usually located in accessible
areas, but not in a region where opening a door
might spill burning liquids on the fire fighter.
Internal engine tailpipe fires that take place dur-
ing engine shutdown or false starts can be blown
out by motoring the engine with the starter. If the
engine is running, it can be accelerated to a higher
r.p.m. to achieve the same result. If such a fire
persists, a fire extinguishing agent can be directed
into the tailpipe. It should be remembered that ex-
cessive use of CO* or other agents which have a
cooling effect can shrink the turbine housing onto
the turbine and may damage the engine.
FIRE DETECTION SYSTEM MAlNTENANCE PRAC-
TICES
Fire detector sensing elements are located in
many high-activity areas around aircraft engines.
Their location, together with their small size, in-
creases the chances of damage to the sensing ele-
ments during maintenance. The installation of the
sensing elements inside the aircraft cowl panels pro-
videa some measure of protection not afforded ele-
ments attached directly to the engine. On the other
hand, the removal and re-installation of cowl panels
can easily cause. abrasion or structural defects to
the elements. A well-rounded inspection and mainte-
nance program for all types of continuous-loop sys-
tems should include the following visual checks.
These procedures are provided as examples and
should not be used to replace approved local main-
tenance directives or the applicable manufacturers
instructions.
Sensing elements should be inspected for:
(1) Cracked or broken sections caused by
crushing or squeezing between inspection
plates, cowl panels, or engine components.
(2) Abrasion caused by rubbing of element on
cowling, accessories, or structura] mem-
bers.
(3) Pieces of safety wire or other metal parti-
cles which may short the spot detector
terminals.
(4) Condition of rubber grommets in mount-
ing clamps, which may be softened from
exposure to oils, or hardened from exces-
sive heat.
(5) Dents and kinks in sensing element sec-
tions. Limits on the element diameter,
acceptable dents or kinks, and degree of
smoothness of tubing contour are specified
by manufacturers. No attempt should be
made to straighten any acceptable dent or
kink, since stresses may be set up that
could cause tubing failure. (See illustra-
tion of kinked tubing in figure 10-20.)
(6) Loose nuts or broken safety wire at the
end of the sensing elements (figure
10-21). Loose nuts should be re-torqued
to the value specified in the manufactur-
ers instructions. Some types of sensing
element connections require the use of
423
FIGURE 10-20. Sensing element defects.
copper crush gaskets. These gaskets
should be replaced any time a connection
is separated.
(7) Broken or frayed flexible leads, if used.
The flexible lead is made up of many fine
metal strands woven into a protective cov-
ering surrounding the inner insulated
wire. Continuous bending of the cable or
rough treatment can break these fine
wires, especially those near the connec-
tors. Broken strands can also protrude
into the insulated gasket and short the
center electrode.
(8) Proper sensing element routing and
clamping (figure 10-22). Long unsup-
ported sections may permit excessive vi-
bration which can cause breakage. The
distance between clamps on straight runs
is usually about 8 to 10 in., and is speci-
fied by each manufacturer. At end connec-
tors, the first support clamp is usually lo-
cated about 4 to 6 in. from the end
Heat sensing element
FIGURE 10-21. Connector joint fitting attached to
structure.
Loose clamp
-7
(9)
(10)
(11)
(12)
Loose clamp
FIGURE 10-22. Rubbing interference.
connector fittings. In most cases, a
straight run of 1 in. is maintained from
all connectors before a bend is started,
and an optimum bend radius of 3 in. is
normally adhered to.
Rubbing between a cowl brace and a sen-
sing element (figure 10-22). This inter-
ference, in combination with loose rivets
holding the clamps to skin, may cause
wear and short the sensing element.
Correct grommet installation. The grom-
mets are installed on the sensing element
to prevent the element from chafing on the
clamp. The slit end of the grommet should
face the outside of the nearest bend.
Clamps and grommets (figure 10-23)
should fit the element snugly.
Thermocouple detector mounting brack-
ets should be repaired or replaced when
cracked, corroded, or damaged. When
replacing a thermocouple detector, note
which wire is connected to the identified
plus terminal of the defective unit and
connect the replacement in the same way.
Test the fire detection system for proper
operation by turning on the power supply
and placing the fire detection test switch
in the TEST position. The red warn-
ing light should flash on within the time
period established for the system. On
some aircraft an audible alarm will also
sound.
424
In addition, the fire detection circuits are
checked for specified resistance and for
an open or grounded condition. Tests
required after repair of replacement of
units in a fire detection system or when
the system is inoperative include: (1)
Checking the polarity, ground, resistance
and continuity of systems that use ther-
mocouple detector units, and (2) resist-
ance and continuity tests performed on
systems with sensing elements or cable
detector units. In all situations follow
the recommended practices and proce-
dures of the manufacturer of the type
system with which you are working.
FIRE DETECTION SYSTEM TROUBLESHOOTING
The following troubleshooting procedures repre-
sent the most common difficulties encountered in
engine fire detection systems.
(1)
Intermittent alarms are most often caused
by an intermittent short in the detector
system wiring. Such shorts may be
caused by a loose wire which occasionally
touches a nearby terminal, a frayed wire
brushing against a structure, or a sensing
element rubbing long enough against a
structural member to wear through the
insulation. Intermittent faults can often
best be located by moving wires to re-
create the short.
Grommet
Heat sensing element
Bracket
FIGURE l&23. Typical fire detector loop clamp.
(2)
(3)
(4)
(5)
Fire alarms and warning lights can occur
when no engine fire or overheat condition
exists. Such false alarms can most easily
be located by disconnecting the engine
sensing loop from the aircraft wiring. If
the false alarm continues, a short must
exist between the loop connections and the
control unit. If, however, the false alarm
ceases when the engine sensing loop is
disconnected, the fault is in the discon-
nected sensing loop, which should be ex-
amined for areas which have been bent
into contact with hot parts of the engine.
If no bent element can be found, the
shorted section can be located by isolating
and disconnecting elements consecutively
around the entire loop.
Kinks and sharp bends in the sensing ele-
ment can cause an internal wire to short
intermittently to the outer tubing. The
fault can be located by checking the sen-
sing element with a megger while tapping
the element in the suspected areas to pro-
duce the short.
Moisture in the detection system seldom
causes a false fire alarm. If, however,
moisture does cause an alarm, the warning
will persist until the contamination is re-
moved or boils away and the resistance of
the loop returns to its normal value.
Failure to obtain an alarm signal when
the test switch is actuated may be caused
by a defective test switch or control unit,
the lack of electrical power, inoperative
indicator light, or an opening in the sen-
sing element or connecting wiring. When
the test switch fails to provide an alarm,
the continuity of a two-wire sensing loop
can be determined by opening the loop
and measuring the resistance. In a single-
wire, continuous-loop system, the center
conduc )r should be grounded.
FIRE EXTlNGlh5HER SYSTEM MAINTENANCE
PRACTICES
Regular maintenance of fire extinguisher systems
typically includes such items as the inspection and
servicing of fire extinguisher bottles (containers),
removal and re-installation of cartridge and dis-
charge valves, testing of discharge tubing for leak-
age, and electrical wiring continuity tests. The fol-
lowing paragraphs contain details of some of the
most typical maintenance procedures, and are in-
425
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100
Temperature (F)
FIGURE 10-24. Fire extinguisher container pressure/temperature curve.
eluded to provide an understanding of the opera-
tions involved.
Fire extinguisher system maintenance procedures
vary widely according to the design and construc-
tion of the particular unit being serviced. The de-
tailed procedures outlined by the airframe or sys-
tem manufacturer should always be followed when
performing maintenance.
Container Pressure Check
A pressure check of fire extinguisher containers
is made periodically to determine that the pressure
is between the minimum and maximum limits pre-
scribed by the manufacturer. Changes of pressure
with ambient pressure must also fall within pre-
scribed limits. The graph shown in figure lo-24 is
typical of the pressure/temperature curve graphs
that provide maximum and minimum gage readings.
If the pressure does not fall within the graph limits,
the extinguisher container should be replaced.
Freon Discharge Cartridges
The service life of fire extinguisher discharge
cartridges is calculated from the manufacturers
date stamp, which is usually placed on the face of
426
the cartridge. The manufacturers service life is
usually recommended in terms of hours below a
predetermined temperature limit. Many cartridges
are available with a service life of approximately
5,000 hours. To determine the unexpired service life
of a discharge cartridge, it is necessary to remove
the electrical leads and discharge hose from the
plug body, which can then be removed from the
extinguisher container.
Care must be taken in the replacement of cart-
ridge and discharge valves. Most new extinguisher
containers are supplied with their cartridge and
discharge valve disassembled. Before installation
on the aircraft, the cartridge must be properly
assembled into the discharge valve and the valve
connected to the container, usually by means of a
swivel nut that tightens against a packing ring
gasket.
If a cartridge is removed from a discharge valve
for any reason, it should not be used in another
discharge valve assembly, since the distance the
contact point protrudes may vary with each unit.
Thus, continuity might not exist if a used plug
which had been indented with a long contact point
were installed in a discharge valve with a shorter
contact point.
When actually performing maintenance, always
refer to the applicable maintenance manuals and
other related publications pertaining to a particular
aircraft.
Freon Containers
Bromochloromethane and freon extinguishing
agents are stored in steel spherical containers.
There are four sizes in common use today ranging
from 224 cu. in. (small) to 945 cu. in. (large).
The large containers weigh about 33 lbs. The
small spheres have two openings, one for the bonnet
assembly (sometimes called an operating head),
and the other for the fusible safety plug (figure
10-25). The larger containers are usually equipped
with two firing bonnets and a two-way check valve
as shown in figure 10-26.
Fusible m
safety
plug
Cartridge /
contact
FIGURE 10-25. Sin& bonnet sphere assembly.
The containers are charged with dry nitrogen
in addition to a specified weight of the extinguish-
ing agent. The nitrogen charge provides sufficient
pressure for complete discharge of the agent. The
bonnet assembly contains an electrically ignited
power cartridge which breaks the disk, allowing
the extinguishing agent to be forced out of the
sphere by the nitrogen charge.
Two way
check valve
FIGURE 10-26. Typical double bonnet
extinguisher assembly.
A single bonnet sphere assembly is illustrated in
figure 10-25. The function of the parts shown,
other than those described in the preceding para-
graph, are as follows: (1) The strainer prevents
pieces of the broken disk from entering the system,
(2) the fusible safety plug melts and releases the
liquid when the temperature is between 208O and
220 F.. and (3) the gage shows the pressure in
the container. In this type of design, there is no
need for siphon tubes.
In some installations the safety plug is connected
to a discharge indicator mounted in the fuselage
skin, while others simply discharge the fluid into
the fire extinguisher container storage compart-
ment.
The gage on the container should be checked for
an indication of the specified pressure as given in
the applicable aircraft maintenance manual. In
addition make certain that the indicator glass is
unbroken and that the bottle is securely mounted.
Some types of extinguishing agents rapidly cor-
rode aluminum alloy and other metals, especially
under humid conditions. When a system that uses
a corrosive agent has been discharged, the system
must be purged thoroughly with clean, dry, com-
pressed air as soon as possible.
Almost all types of fire extinguisher containers
require re-weighing at frequent intervals to deter-
mine the state of charge. In addition to the weight
427
check, the containers must be hydrostatically tested,
usually at 5-year intervals.
The circuit wiring of all electrically discharged
containers should be inspected visually for condi-
tion. The continuity of the entire circuit shoul,d
be checked following the procedures in the ap-
plicable maintenance manual. In general this con-
sists of checking the wiring and the cartridge, by
using a resistor in the test circuit that limits the
circuit current to less than 35 milliamperes to pre-
vent detonating the cartridge.
with carbon dioxide. When treated in this man-
ner, most CO, cylinders are protected against
premature discharge up to 160 F. With a tem-
perature increase, the pressure of the nitrogen does
not rise as much as that of the CO, because of its
stability with regard to temperature changes. The
nitrogen also provides additional pressure ,during
normal release of the CO, at low temperature dur-
ing cold weather.
Carbon Dioxide Cylinders
Th ese cylinders come in various sizes, are made
of stainless steel, and are wrapped with steel wire
to make them shatterproof. The normal storage
pressure of the gas ranges from 700 to 1,000 p.s.i.
However, the state of the cylinder charge is deter-
mined by the weight of the CO,. In the container,
about two-thirds to three-fourths of the CO? is
liquefied. When the CO, is released, it expands
about 500 times as it converts to gas.
Carbon dioxide cylinders are equipped intern-
ally with one of three types of siphon tubes, as
shown in figures lo-27 and 10-28. Aircraft fire
extinguishers have either the straight rigid or the
short flexible siphon tube installed. The tube is
used to make certain that the CO, is transmitted
to the discharge nozzle in the liquid state.
Cylinders containing either the straight rigid or
short flexible types of siphoning tubes should be
mounted as shown in figure 10-28. Notice that
the straight rigid siphon tube is allowed a 60
tolerance, while the tolerance for the short flexible
tube is only 30.
The cylinder does not have to be protected CO, cylinders are equipped with metal safety
against cold weather, for the freezing point of
carbon dioxide is minus llO F. However, it can
disks designed to rupture at 2,200 to 2,800 p.s.i.
This disk is attached to the cylinder release valve
discharge prematurely in hot climates. To prevent
this, manufacturers put in a charge of dry nitrogen,
body by a threaded plug. A line leads from the
fitting to a discharge indicator installed in the
at about 200 p.s.i., before they fill the cylinder fuselage skin. Rupture of the red disk means that
- Straight siphon tube for
all vertical installations
Type of tube in cylinder is indicated
by one of the following methods:
( 1 )-By stamping on body bushing
SF denotes short flexible tube
s denotes straight tube
( 2 ) By stamping or
of cylinder
Straight rigid siphon
Short flexible siphon
Curved siphon
L Curved siphon tube
for raft installations
Short flexible siphon tube
for horizontal installations
FIGURE 10-27. Typical CO? cylinder construction.
428
for vertical installation
1( Short flexible siphon
(for horizontal installations)
FIGURT. 10-28. Mounting positions of CO, cylinders.
the container safety plug has ruptured because of
an overheat condition. A yellow disk is also in-
stalled in the fuselage skin. Rupture of this disk
indicates that the system has been discharged
normally.
FIRE PREVENTION AND PROTECTION
Leaking fuel and hydraulic, de-icing, or lubricat-
ing fluids, can be sources of fire in an aircraft. This
condition should be noted, and corrective action
taken, when inspecting aircraft systems. Minute
pressure leaks of these fluids are particularly dan-
gerous for they quickly produce an explosive atmos-
pheric condition.
Carefully inspect fuel tank installations for signs
of external leaks. With integral fuel tanks the exter-
nal evidence may occur at some ,distance from
where the fuel is actually escaping.
Many hydraulic fluids are flammable and should
not be permitted to accumulate in the structure.
Sound-proofing and lagging materials may become
highly flammable if soaked with oil of any kind.
Any leakage or spillage of flammable fluid in the
vicinity of combustion heaters is a serious fire risk,
particularly if any vapor is drawn into the heater
and passes over the hot combustion chamber.
Oxygen system equipment must be kept abso-
lutely free from traces of oil or grease, since these
substances will spontaneously ignite in contact with
oxygen under pressure. Oxygen servicing cylinders
should be clearly marked so that they cannot be
mistaken for cylinders containing air or nitrogen,
as explosions have resulted from this error ,during
maintenance operations.
Fire prevention is much more rewarding than
fire extinguishing.
COCKPIT AND CABIN INTERIORS
All wool, cotton, and synthetic fabrics used in
interior trim are treated to render them flame re-
sistant. Tests conducted have shown foam and
sponge rubbkr to be highly flammable. However,
if they are covered with a flame-resistant fabric
which will not support combustion, there is little
danger from fire as a result of ignition produced
by accidental contact with a lighted cigarette or
burning paper.
Fire protection for the aircraft interior is usually
provided by hand-held extinguishers. Four types
of fire extinguishers are available for extinguishing
interior fires: (1) water, (2) carbon dioxide, and
(3) dry chemical, and (4) halogenated hydro-
carbons.
Extinguisher Types
(1) Water extinguishers are for use primarily
on nonelectrical fires such as smoldering fabric,
cigarettes, or trash containers. Water extinguish-
ers should not be used on electrical fires because
of the danger of electrocution. Turning the handle
of a water extinguisher clockwise punctures the
seal of a CO, cartridge which pressurizes the con-
tainer. The water spray from the nozzle is con-
trolled by a trigger on top of the handle.
(2) Carbon dioxide fire extinguishers are pro-
vided to extinguish electrical fires. A long, hinged
tube with a non-metallic megaphone-shaped nozzle
permits discharge of the CO, gas close to the fire
source to smother the fire. A trigger type release
is normally lockwired and the lockwire can be
broken by a pull on the trigger.
(3) A dry chemical fire extinguisher can be
used to extinguish any type of fire. However, the
429
dry chemical fire extinguisher should not be used
in the cockpit due to possible interference with
visibility and the collection of nonconductive powder
on electrical contacts of surrounding equipment.
The extinguisher is equipped with a fixed nozzle
which is directed toward the fire source to smother
the fire. The trigger is also lockwired but can
be broken by a sharp squeeze of the trigger.
(4) The development of halogenated hydro-
carbons (freons) as fire extinguishing agents with
low toxicity for airborne fire extinguishing protec-
tion systems logically directed attention to its use
in hand type fire extinguishers.
Bromotrifluoromethane (Halon 1301) having a
rating of 6 on the toxicity scale is the logical suc-
cessor to CO? as a hand type fire extinguisher
agent. It is effective on fires in lower concentra-
tions. Halon 1301 can extinguish a fire with a
concentration of 2% by volume. This compares
with about 40% by volume concentration required
for CO, to extinguish the same fire.
This quality allows Halon 1301 to be used in
occupied personnel compartments without depriv-
ing people of the oxygen they require. Another
advantage is that no residue or deposit remains
after use. Halogen 1301 is the ideal agent to use
in airborne hand held fire extinguishers because:
(1) its low concentration is very effective, (2)
it may be used in occupied personnel compart-
ments, (3) it is effective on all 3 type fires, and
(4) no residue remaining after its use.
Extinguishers Unsuitable as Cabin or Cockpit
Equipment
The common aerosol can type extinguishers
are definitely not acceptable as airborne hand type
extinguishers. In one instance, an aerosol type
foam extinguisher located in the pilots seat back
pocket exploded and tore the upholstery from the
seat. The interior of the aircraft was damaged by
the foam. This occurred when the aircraft was on
the ground and the outside air temperature was
90 F. In addition to the danger from explosion,
the size is inadequate to combat even the smallest
fire.
A dry chemical extinguisher was mounted near
a heater vent on the floor. For an unknown reason,
the position of the unit was reversed. This placed
the extinguisher directly in front of the heater vent.
During flight, with the heater in operation, the
extinguisher became overheated and exploded fill-
ing the compartment with dry chemical powder.
The proximity of heater vents should be considered
when selecting a location for a hand fire extin-
guisher.
430
Additional information relative to airborne hand
fire extinguishers may be obtained from the local
FAA District Office and from the National Fire
Protection Association, 470 Atlantic Ave., Boston,
MA 02210.
SMOKE DETECTION SYSTEMS
A smoke detection system monitors the cargo and
baggage compartments for the presence of smoke,
which is indicative of a fire condition. Smoke detec-
tion-instruments, which collect air for sampling, are
mounted in the compartments in strategic locations.
A smoke detection system is used where the type of
fire anticipated is expected to generate a substantial
amount of smoke before temperature changes are
sufficient to actuate a heat detection system.
Smoke detection instruments are classified by
method of detection as follows: Type I - Measure-
ment of carbon monoxide gas (CO detectors), Type
II - Measurement of light transmissibility in air
(photoelectric devices), andType III - Visual de-
tection of the presence of smoke by directly viewing
air samples (visual devices) .
TO be reliable, smoke detectors must be main-
tained so that smoke in a compartment will be indi-
cated as soon as it begins to accumulate. Smoke
detector louvers, vents, and ducts must not be ob-
structed.
Carbon Monoxide Detectors
The CO detectors, which detect concentrations of
carbon monoxide gas, are rarely used to monitor
cargo and baggage compartments. However, they
have gained widespread use in conducting tests for
the presence of carbon monoxide gas in aircraft
cabins and cockpits.
Carbon monoxide is a colorless, odorless, taste-
less, non-irritating gas. It is the byproduct of in-
complete combustion, and is found in varying de-
grees in all smoke and fumes from burning carbon-
aceous substances. Exceedingly small amounts of
the gas are dangerous. A concentration of .02% (2
parts in 10,000) may produce headache, mental
dullness, and physical loginess within a few hours.
There are several types of portable testers (snif-
fers) in use. One type has a replaceable indicator
tube which contains a yellow silica gel, impregnated
with a complex silica-molybdate compound and is
catalyzed using palladium sulfate.
In use, a sample of air is drawn through the
detector tube. When the air sample contains carbon
monoxide, the yellow silica gel turns to a shade of
green. The intensity of the green color is propor-
tional to the concentration of carbon monoxide in
the air sample at the time and location of the tests.
Another type indicator may be worn as a badge
or installed on the instrument panel or cockpit
wall. It is a button using a tablet which changes
from a normal tan color to progressively darker
shades of gray to black. The transition time re-
quired is relative to the concentration of CO. At
a concentration of SO ppm CO (0.00570), the
indication will be apparent within 15 to 30 minutes.
A concentration of 100 ppm CO (0.01%) will
change color of the tablet from tan to gray in 2-5
minutes, from tan to dark gray in 15 to 20 minutes.
Photoelectric Smoke Detectors
This tyPe of detector consists of a photoelectric
cell, a beacon lamp, a test lamp, and a light trap, all
mounted on a labyrinth. An accumulation of 10%
smoke in the air causes the photoelectric cell to
conduct electric current. Figure lo-29 shows the
details of the smoke detector, and indicates how the
smoke particles refract the light to the photoelectric
cell. When activated by smoke, the detector supplies
a signal to the smoke detector amplifier. The ampli-
fier signal activates a warning light and bell.
Photoelectric cell
FIGURE 10-29. Photoelectric smoke detector.
A test switch (figure 10-30) permits checking the
operation of the smoke detector. Closing the switch
connects 28 v. d.c. to the test relay. When the test
relay energizes, voltage is applied through the
beacon lamp and test lamp in series to ground. A
fire indication will be observed only if the beacon
and test lamp, the photoelectric cell, the smoke de-
tector amplifier, and associated circuits are opera-
ble.
A functional check of the detector should be
made after installation, and at frequent intervals
thereafter.
fier and
L ,hp----G----
FIGURE 10-30. Smoke detector test circuit.
Visual Smoke Detectors
On a few aircraft visual smoke detectors provide
the only means of smoke detection. Indication is
provided by drawing smoke through a line into the
indicator, using either a suitable auction device or
cabin pressurization.
When smoke is present a lamp within the indica-
tor is illuminated automatically by the smoke detec-
tor. The light is scattered so that the smoke is
rendered visible in the appropriate window of the
indicator. If no smoke is present the lamp will not
be illuminated. A switch is provided to illuminate
the lamp for test purposes. A device is also pro-
vided in the indicator to show that the necessary
airflow is passing through the indicator.
The efficiency of any detection system depends on
the positioning and serviceability of all the compo-
nents of the system. The foregoing information is
intended to provide familiarization with *the various
systems. For details of a particular installation,
refer to the relevant manuals for the aircraft con-
cerned.
431
The maximum allowable concentration, under
Federal Law, for continuing exposure is 50 ppm
(parts per million) which is equal to 0.005% of
carbon monoxide. (See figure 10-31.)
The maximum allowable concentration under Federal Law for continuing exposure is 50 ppm
(parts per million ) which is equal to 0.005% of carbon monoxide.
Parts Per Million Percentage Reaction
50 0.005% Maximum allowable concentration under Federal Law.
100 0.01 % Tiredness, mild dizziness.
200 0.02 % Headaches, tiredness, dizziness, nausea after z or 3
hours.
800 0.08 % Unconsciousness in 1 hour and death in 2 to 3 hours.
2,000 0.20 % Death after 1 hour.
3,000 0.30 % Death within 30 minutes.
10,000 1.00 x Instantaneous death.
FIGURE 10-31. Human reactions to carbon monoxide poisoning.
432
GENERAL
The satisfactory performance of any modern air-
craft depends to a very great degree on the continu-
ing reliability of electrical systems and subsystems.
Improperly or carelessly installed wiring or improp-
erly or carelessly maintained wiring can be a source
of both immediate and potential danger. The contin-
ued proper performance of electrical systems de-
pends on the knowledge and techniques of the me-
chanic who installs, inspects, and maintains the
electrical system wires and cables.
Procedures and practices outlined in this section
are general recommendations and are not intended
to replace the manufacturers instructions and ap-
proved practices.
For the purpose of this discussion, a wire is de-
scribed as a single, solid conductor, or as a stranded
conductor covered with an insulating material. Fig
ure 11-l illustrates these two definitions of a wire.
Solid mnduchv
A a
FIGURE 11-1. Two types of aircraft wire.
The term cable, as used in aircraft electrical in-
stallations, includes:
(1) Two or more separately insulated conduc-
tors in the same jacket (multi-conductor
cable).
CHAPTER 11
AIRCRAFT ELECTRICAL SYSTEMS
(2) Two or more separately insulated conduc-
tors twisted together (twisted pair).
(3) One or more insulated conductors, cov-
ered with a metallic braided shield
(shielded cable).
(4) A single insulated center conductor with a
metallic braided outer conductor (radio
frequency cable). The concentricity of the
center conductor and the outer conductor
is carefully controlled during manufacture
to ensure that they are coaxial.
Wire Size
Wire is manufactured in sizes according to a
standard known as the AWG (American wire
gage). As shown in figure 11-2, the wire diameters
become smaller as the gage numbers become larger.
The largest wire size shown in figure 11-2 is num-
ber 0000, and the smallest is number 40. Larger
and smaller sizes are manufactured but are not com-
monly used.
A wire gage is shown in figure 11-3. This type of
gage will measure wires ranging in size from num-
ber zero to number 36. The wire to be measured is
inserted in the smallest slot that will just accommo-
date the bare wire. The gage number corresponding
to that slot indicates the wire size. The slot has
parallel sides and should not be confused with the
semicircular opening at the end of the slot. The
opening simply permits the free movement of the
wire all the way through the slot.
Gage numbers are useful in comparing the diame-
ter of wires, but not all types of wire or cable can
be accurately measured with a gage. Large wires
are usually stranded to increase their flexibility. In
such cases, the total area can be determined by
multiplying the area of one strand (usually com-
puted in circular mils when diameter or gage num-
ber is known) by the number of strands in the wire
or cable.
Factors Affecting the Selection of Wire Size
Several factors must be considered in selecting
the size of wire for transmitting and distributing
electric power.
433
Cage Diameter
num-
ber
(mils) Circular
mils
Square
inches
25C. 65oC.
(=77-F.) (=149*F.)
0000 460.0 212,000.0 0.166 0.0500 0.0577
000 410.0 168,000.0 .132 .0630 .0727
00 365.0 133,000.0 .105 .0795 .0917
0 325.0 106,OOO.O .0829 .lOO .116
1 289.0 83,700.O .0657 .126 .146
2 258.0 66,400.O .0521 ,159 .184
3 229.0 52,600.O .0413 .201 .232
4 204.0 41.700.0 .0328 ,253 ,292
5 182.0 33,100.o .0260 .319 .369
6 162.0 26,300.O .0206 .403 .465
7 144.0 20,800.O .0164 .508 .586
8 128.0 16,500.O .0130 .641 .739
9 114.0 13,100.o .0103 .808 .932
10 102.0 10,400.0 .00815 1.02 1.18
11 91.0 8,230.O .00647 1.28 1.48
12 81.0 6,530.O .00513 1.62 1.87
13 72.0 5,180.O .00407 _ 2.04 2.36
14 64.0 4,110.o .00323 2.58 2.97
15 57.0 3,260.O .00256 3.25 3.75
16 51.0 2,580.O .00203 4.09 4.73
17 45.0 2,050.O .00161 5.16 5.96
18 40.0 1,620.O .00128 6.51 7.51
19 36.0 1,290.o .OOlOl 8.21 9.48
20 32.0 1,020.o .000802 10.4 11.9
21 28.5 810.0 .000636 13.1 15.1
22 25.3 642.0 .000505 16.5 19.0
23 22.6 509.0 .000400 20.8 24.0
24 20.1 404.0 .000317 26.2 30.2
25 17.9 320.0 .000252 33.0 38.1
26 15.9 254.0 .000200 41.6 48.0
27 14.2 202.0 .000158 52.5 60.6
28 12.6 160.0 .000126 66.2 76.4
29 11.3 127.0 .0000995 83.4 96.3
30 10.0 101.0 .0000789 105.0 121.0
31 8.9 79.7 .0000626 133.0 153.0
32 8.0 63.2 .0000496 167.0 193.0
33 7.1 50.1 .0000394 211.0 243.0
34 6.3 39.8 .0000312 266.0 307.0
35 5.6 31.5 .0000248 335.0 387.0
36 5.0 25.0 .0000196 423.0 488.0
37 4.5 19.8 .0000156 533.0 616.0
38 4.0 15.7 .0000123 673.0 776.0
39 3.5 12.5 .0000098 848.0 979.0
40 3.1 9.9 .0000078 1.070.0 1,230.O
Cross section Ohms per 1,000 ft.
Fxcune 11-2. American wire gage for standard annealed solid copper wire.
434
FIGURE 11-3. A wire gage.
One factor is the allowable power loss (I*R loss)
in the line. This loss represents electrical energy
converted into heat. The use of large conductors
will reduce the resistance and therefore the I*R
loss. However, large conductors are more expensive
initially than small ones; they are heavier and re-
quire more substantial supports.
A second factor is the permissible voltage drop
(IR drop) in the line. If the source maintains a
constant voltage at the input to the lines, any varia-
tion in the load on the line will cause a variation in
line current and a consequent variation in the IR
drop in the line. A wide variation in the IR drop in
the line causes poor voltage regulation at the load.
The obvious remedy is to reduce either current or
resistance. A reduction in load current lowers the
amount off power being transmitted, whereas a re-
duction in line resistance increases the size and
weight of conductors required. A compromise is
generally reached whereby the voltage variation at
the load is within tolerable limits and the weight of
line conductors is not excessive.
A third factor is the current-carrying ability of
the conductor. When current is drawn through the
conductor, heat is generated. The temperature of
the wire will rise until the heat radiated, or other-
wise dissipated, is equal to the heat generated by
the passage of current through the line. If the con-
ductor is insulated, the heat generated in the con-
ductor is not so readily removed as it would be if
the conductor were not insulated. Thus, to protect
the insulation from too much heat, the current
through the conductor must be maintained below a
certain value.
When electrical conductors are installed in loca-
tions where the ambient temperature is relatively
high, the heat generated by external sources consti-
tutes an appreciable part of the total conductor
heating. Allowance must be made for the influence
of external heating on the allowable conductor cur-
rent, and each case has its own specific limitations.
The maximum allowable operating temperature of
insulated conductors varies with the type of conduc-
tor insulation being used.
Tables are available that list the safe current
ratings for various sizes and types of conductors
covered with various types of insulation. Figure
11-5 shows the current-carrying capacity, in am-
peres, of single copper conductors at an ambient
temperature of below 30C. This example provides
measurements for only a limited range of wire sizes.
Factors Affecting Selection of Conductor Material
Although silver is the best conductor, its cost
limits its use to special circuits where a substance
with high conductivity is needed.
The two most generally used conductors are
copper and aluminum. Each has characteristics that
make its use advantageous under certain circum-
stances. Also, each has certain disadvantages.
Copper has a higher conductivity; it is more
ductile (can be drawn), has relatively high tensile
strength, and can be easily soldered. It is more
expensive and heavier than aluminum.
Although aluminum has only about 60% of the
conductivity of copper, it is used extensively. Its
lightness makes possible long spans, and its rela-
tively large diameter for a given conductivity re-
duces corona (the discharge of electricity from the
wire when it has a high potential). The discharge is
greater when small diameter wire is used than when
large diameter wire is used. Some bus bars are
made of aluminum instead of copper where there is
a greater radiating surface for the same conduct-
ance. The characteristics of copper and aluminum
are compared in figure 11-4.
FIGURE 11-4. Characteristics of copper and aluminum.
Characteristic Copper Aluminum
Tensile strength (lb./in.3 _________ 55,000 25,000
Tensile strength for same con-
ductivity (lb.) _ _ __ _ _ _ __ _ _ _ _ _ _ _ 55,000 40,000
Weight for same conductivity (lb .) 100 48
Cross section for same copductivity
(C. M.) _____________________ loo 160
Specific resistance (Q/mil ft .) ______ 10.6 17
435
Size
00
- 0
1
2
3
4
6
8
10
12
14
Rubber or
thermo-
plastic
300
260
225
195
165
140
120
105
80
55
40
25
20
Thermoplastic
asbestos, var-
cam, or asbestos
var-cam
Impregnated
Slow-burning
or weather-
asbestos Asbestos proof
385 475 510
330 410 430
285 355 370
245 305 325
210 265 280
180 225 240
155 195 210
135 170 180
loo 125 135
70 90 loo
55 70 75
40 50 55
30 40 45
FIGURE 11-5. Current-carrying capacity of wire.
Voltage Drop in Aircraft Wire and Cable
It is recommended that the voltage drop in the
main power cables from the aircraft generation
source or the battery to the bus should not exceed
2% of the regulated voltage when the generator is
carrying rated current or the battery is being dis-
charged at a 5min. rate. The tabulation in figure
11-B shows the recommended maximum voltage
drop in the load circuits between the bus and the
utilization equipment.
FIGURE 11-6. Recommended maximum voltage drop
in load circuits.
Nominal
system
voltage
Allowable voltage drop
Continuous Intermittent
operation operation
14 0.5 1
28 1 2
115 4 8
200 7 14
The resistance of the current return path through
the aircraft structure is always considered negligi-
ble. However, this is based on the assumption that
adequate bonding of the structure or a special elec-
tric current return path has been provided and is
370
320
275
235
205
175
150
130
100
70
55
40
30
capable of carrying the required electric current
with a negligible voltage drop. A resistance meas-
urement of 0.005 ohm from the ground point of the
generator or battery to the ground terminal of any
electrical device is considered satisfactory. Another
satisfactory method of determining circuit resist-
ance is to check the voltage drop across the circuit.
If the voltage drop does not exceed the limit estab-
lished by the aircraft or product manufacturer, the
resistance value for the circuit is considered satis-
factory. When using the voltage drop method of
checking a circuit, the input voltage must be main-
tained at a.constant value.
Instructions For Use of Electric Wire Chart
The charts in figures 11-7 and 11-8 apply to
copper conductors carrying direct current. Curves
1, 2, and 3 are plotted to show the maximum am-
pere rating for the specified conductor under the
specified conditions shown. To select the correct
size of conductor, two major requirements must be
met. First, the size must be sufficient to prevent an
excessive voltage drop while carrying the required
current over the required distance. Secondly, the
size must be sufficient to prevent overheating of the
cable while carrying the required current. The
charts in figures 11-7 and 11-8 can simplify these
determinations. To use these charts to select the
proper size of conductor, the following must be
known :
436
COSTISUOUS
CIRCUIT
VOLTAGE
15 eon
00
14 28
- -
100 200
00 75 150
00 700
60 630
20 560
80 490
40 420
00 350
ii
40
35
30
25 ,
loo
90
80
70
60
50
60 280 20 40
20 210 15 30
Do 175 12 25
50 140
72 120
64 112
56 98
48 84
40 70
36 63
32 56
28 49
-24 42
10
9
8
7
6
w
;
20 35
3
2
-
20
18
16
14
12
10
9
8
7
6
5
-
ELECTRIC WIRE CHART
1. CONTISUOC
WIRE IN COSDUIT ASD BUNDLES
18 16 14 12 10 8 6 4 2 I 1/n e/o .3//I) 4/o
WIRE SIZE
FIGURE 11-7. Conductor chart, continuous flow. (Applicable to copper conductors.)
[STERMITTEST
CIRCUIT
VOLTAGE
15 200 14
6OC 200
200 15c
100 1400 100
r20 1260 90
$40 1120 8
560 980 70
L80 840 60
100 700 50
I20 560 40
!40 420 30
100 350 25
.60 280 20
44 240 18
~28 224 16
112 196 14
96 168 12
80 140 10
72 126 9
64 112 8
ELECTRIC WIRE CHART
.,,I 20 18 16 14 Is! Ill R A 1 /n 0 /n 1/n
200 v
180
I 'T
A / I
/I /
MAXIMUM OF 2 MINUTES
2 1 l/o 2h /o 4/o
WIRE SIZE
FrCURE 11-8. Conductor Fhart, intermittent flow.
(1) The conductor length in feet.
(2) The number of amperes of current to be
carried.
(3) The amount of voltage drop permitted.
(4) Whether the current to be carried will be
intermittent or continuous, and if continu-
ous, whether it is a single conductor in
free air, in a conduit, or in a bundle.
Assume that it is desired to install a 50-ft. con-
ductor from the aircraft bus to the equipment in a
28-volt system. For this length, a l-volt drop is
permissible for continuous operation. By referring
to the chart in figure 11-7, the maximum number of
feet a conductor may be run carrying a specified
current with a l-volt drop can be determined. In
this example the number 50 is selected.
Assuming the current required by the equipment
is 20 amperes, the line indicating the value of 20
amperes should be selected from the diagonal lines.
Follow this diagonal line downward until it inter-
sects the horizontal line number 50. From this
point, drop straight downward to the bottom of the
chart to find that a conductor between size No. 8
and No. 10 is required to prevent a greater drop
than 1 volt. Since the indicated value is between
two numbers, the larger size, No. 8, should be se-
lected. This is the smallest size conductor which
should be used to avoid an excessive voltage drop.
To determine that the conductor size is sufficient
to preclude overheating, disregard both the num-
bers along the left side of the chart and the hori-
zontal lines. Assume that the conductor is to be a
single wire in free air carrying continuous current.
Place a pointer at the top of the chart on the
diagonal line numbered 20 amperes. Follow this line
until the pointer intersects the diagonal line marked
curve 2. Drop the pointer straight downward to
the bottom of the chart. This point is between num-
bers 16 and 18. The larger size, No. 16, should be
selected. This is the smallest size conductor accepta-
ble for carrying 20.ampere current in a single wire
in free air without overheating.
If the installation is for equipment having only
an intermittent (max. 2 min.) requirement for
power, the chart in figure 11-8 is used in the same
manner.
Conductor Insulation
Two fundamental properties of insulation materi-
als (for example, rubber, glass, asbestos, or plastic)
are insulation resistance and dielectric strength.
These are entirely different and distinct properties.
Insulation resistance is the resistance to current
leakage through and over the surface of insulation
materials. Insulation resistance can be measured
with a megger without damaging the insulation, and
data so obtained serves as a useful guide in deter-
mining the general condition of the insulation.
However, the data obtained in this manner may not
give a true picture of the condition of the insula-
tion. Clean, dry insulation having cracks or other
faults might show a high value of insulation resist-
ance but would not be suitable for use.
Dielectric strength is the ability of the insulator
to withstand potential difference and is usually ex-
pressed in terms of the voltage at which the insula-
tion fails because of the electrostatic stress. Maxi-
mum dielectric strength values can be measured by
raising the voltage of a test sample until the insula-
tion breaks down.
Because of the expense of insulation and its stiff-
ening effect, together with the great variety of phys-
ical and electrical conditions under which the con-
ductors are operated, only the necessary minimum
insulation is applied for any particular type of
cable designed to do a specific job.
The type of conductor insulation material varies
with the type of installation. Such types of insula-
tion as rubber, silk, and paper are no longer used
extensively in aircraft systems. More common today
are such materials as vinyl, cotton, nylon, Teflon,
and Rockbestos.
Identifying Wire and Cable
Aircraft electrical system wiring and cable may
be marked with a combination of letters and num-
bers to identify the wire, the circuit it belongs to,
the gage number, and other information necessary
to relate the wire or cable to a wiring diagram.
Such markings are called the identification code.
There is no standard procedure for marking and
identifying wiring; each manufacturer no~ally de-
velops his own identification code. One identifica-
tion system (figure 11-9) shows the usual spacing
439
in marking a wire. The number 22 in the code
refers to the system in which the wire is installed,
e.g., the VHF system. The next set of numbers,
.013, is the wire number, and the 18 indicates the
wire size.
FIGURE 11-9. Wire identification code.
FIGURE 11-10. Wire identification at a terminal block.
Some system components, especially plugs and
jacks, are identified by a letter or group of letters
and numbers added to the basic identification num-
ber. These letters and numbers may indicate the
location of the component in the system. Intercon-
nected cables are also marked in some systems to
indicate location, proper termination, and use.
In any system, the marking should be legible, and
the stamping color should contrast with the color of
the wire insulation. For example, black stamping
should be used with light-colored backgrounds, or
white stamping on dark-colored backgrounds.
Wires are usually marked at intervals of not more
than 15 in. lengthwise and within 3 in. of each
junction or terminating point. Figure 11-10 shows
wire identification at a terminal block.
Coaxial cable and wires at terminal blocks and
junction boxes are often identified by marking or
stamping a wiring sleeve rather than the wire itself.
For general purpose wiring, a flexible vinyl sleev-
ing, either clear or white opaque, is commonly used.
For high-temperature applications, silicone rubber
or silicone fiber glass sleeving is recommended.
Where resistance to synthetic hydraulic fluids or
other solvents is necessary, either clear or white
opaque nylon sleeving can be used.
While the preferred method is to stamp the iden-
tification marking directly on the wire or on the
sleeving, other methods are often employed. Figure
11-11 shows two alternate methods: one method uses
Premlre
, sensitive tape
Sleeve marker _
FIGURE 11-11. Alternate methods of identifying
wire bundles.
a marked sleeve tied in place; the other uses a
pressure-sensitive tape.
Electrical Wiring Installation
The following recommended procedures for in-
stalling aircraft electrical wiring are typical of those
used on most aircraft. For purposes of this discus-
sion, the following definitions are applicable:
(1)
Open wiring-any wire, wire group, or
wire bundle not enclosed in conduit.
(2)
Wire group-two or more wires going to
the same location tied together to retain
identity of the group.
(3)
Wire bundle-two or more wire groups
tied together because they are going in
the same direction at the point where the
tie is located.
(4)
Electrically protected wiring-wires which
include (in the circuit) protection against
overloading, such as fuses, circuit break-
ers, or other limiting devices.
(5)
Electrically unprotected wiring-wires
(generally from generators to main bus
distribution points) which do not have
protection, such as fuses, circuit breakers,
or other current-limiting devices.
Wire Groups and Bundles
Grouping or bundling certain wires, such as elec-
trically unprotected power wiring and wiring going
to duplicate vital equipment, should be avoided.
Wire bundles should generally be less than 75
wires, or l-1/2 to 2 in. in diameter where practica-
ble. When several wires are grouped at junction
boxes, terminal blocks, panels, etc., identity of the
group within a bundle (figure 11-12) can be re-
tained.
Bundle tie Croup tie Bundle tie
FIGURE 11-12. Group and bundle ties.
Twisting Wires
When specified on the engineering drawing, or
when accomplished as a local practice, parallel
wires must sometimes be twisted. The following are
the most common examples:
(1) Wiring in the vicinity of magnetic com-
pass or flux valve.
(2) Three-phase distribution wiring.
(3) Certain other wires (usually radio wiring)
as specified on engineering drawings.
Twist the wires so that they will lie snugly
against each other, making approximately the num-
ber of twists per foot as shown in figure 11-13. Al-
ways check wire insulation for damage after twist-
ing. If the insulation is torn or frayed, replace the
wire.
FIGURE 11-13. Recommended number of twists per foot.
#22 #20 #18 #16 914 #12 #lO #8 #6 #4
{
Spliced Connections in Wire Bundles
Spliced connections in wire groups or bundles
should be located so that they can be easily in-
spected. Splices should also be staggered (figure
11-14) so that the bundle does not become exces-
sively enlarged. All noninsulated splices should be
covered with plastic, securely tied at both ends.
Slack in Wiring Bundles
Single wires or wire bundles should not be in-
stalled with excessive slack. Slack between supports
should normally not exceed a maximum of l/2 in.
deflection with normal hand force (figure 11-15).
However, this may be exceeded if the wire bundle is
thin and the clamps are far apart. Slack should
never be so great that the wire bundle could abrade
against any surface. A sufficient amount of slack
should be allowed near each end of a bundle to:
(1) Permit easy maintenance.
(2) Allow replacement of terminals.
(3) Prevent mechanical strain on the wires,
wire junctions, and supports.
(4) Permit free movement of shock and vibra-
tion-mounted equipment.
(5) Permit shifting of equipment for purposes
of maintenance.
Bend Radii
Bends in wire groups or bundles should be not
less than 10 times the outside diameter of the wire
group or bundle. However, at terminal strips, where
wire is suitably supported at each end of the bend,
a minimum radius of three times the outside diame-
ter of the wire, or wire bundle, is normally accepta-
ble. There are, of course, exceptions to these guide-
lines in the case of certain types of cable; for
441
FIGURE 11-14. Staggered splices in a wire bundle.
example, coaxial cable should never be bent to a
smaller radius than ten times the outside diameter.
Routing and Installations
All wiring should be installed so that it is me-
chanically and electrically sound and neat in ap-
pearance. Whenever practicable, wires and bundles
should be routed parallel with, or at right angles to,
the stringers or ribs of the area involved. An excep-
tion to this general rule is coaxial cable, which is
routed as directly as possible.
The wiring must be adequately supported
throughout its length. A sufficient number of sup
ports must be provided to prevent undue vibration
of the unsupported lengths. All wires and wire
groups should be routed and installed to protect
them from :
(1) Chafing or abrasion.
(2) High temperature.
(3) Being used as handholds, or as support
for personal belongings and equipment.
(4) Damage by personnel moving within the
aircraft.
(5) Damage from cargo stowage or shifting.
(6) Damage from battery acid fumes, spray,
or spillage.
(7) Damage from solvents and fluids.
Protection Against Chafing
Wires and wire groups should be protected
against chafing or abrasion in those locations where
contact with sharp surfaces or other wires would
damage the insulation. Damage to the insulation
can cause short circuits, malfunction, or inadvertent
operation of equipment. Cable clamps should be
used to support wire bundles at each hole through a
bulkhead (figure 11-16). If wires come closer than
l/4 in. to the edge of the hole, a suitable grommet
is used in the hole as shown in figure 11-17.
Sometimes it is necessary to cut nylon or rubber
grommets to facilitate installation. In these in-
stances, after insertion, the grommet can be secured
in place with general-purpose cement. The cut
should be at the top of the hole, and made at an
angle of 45 to the axis of the wire bundle hole.
Protection against High Temperature
To prevent insulation deterioration, wires should
be kept separate from high-temperature equipment,
such as resistors, exhaust stacks, or heating ducts.
The amount of separation is normally specified by
engineering drawings. Some wires must invariably
be run through hot areas. These wires must be
insulated with high-temperature material such as
asbestos, fiber glass, or Teflon. Additional protec-
tion is also often requred in the form of conduits.
A low-temperature insulation wire should never be
used to replace a high-temperature insulation wire.
Many coaxial cables have soft plastic insulation,
such as polyethylene, which is especially subject to
deformation and deterioration at elevated tempera-
tures. All high-temperature areas should be avoided
when installing these cables insulated with plastic
or polyethylene.
Additional abrasion protection should be given to
asbestos wires enclosed in conduit. Either conduit
with a high-temperature rubber liner should he
used, or asbestos wires can be enclosed individually
in high-temperature plastic tubes before being in-
stalled in the conduit.
Protection Against Solvents and Fluids
Wires should not be installed in areas where they
will be subjected to damage from fluids or in the
lowest 4 in. of an aircraft fuselage, except those
that must terminate in that area. If there is a possi-
bility that wire may be soaked with fluids, plastic
tubing should be used to protect the wire. This
tubing should extend past the exposure area in both
directions and should be tied at each end. If the
wire has a low point between the tubing ends, pro-
vide a l/B-in. drain hole, as shown in figure 11-18.
This hole should be punched into the tubing after
the installation is complete and the low point defi-
nitely established by using a hole punch to cut a
half circle. Care should be taken not to damage any
wires inside the tubing when using the punch.
Wire should never be routed below an aircraft
442
% -1
Flcu~~ 11-15. Slack in wire bundle between SuPPorts.
Angle bracket with
two point fastening
FIGURE 11-16. Cable clamp at bulkhead hole.
battery. All wires in the vicinity of an aircraft
battery should be inspected frequently and wires
discolored by battery fumes should be replaced.
Protection of Wires in Wheel Well Area
Wires located in wheel wells are subject to many
additional hazards, such as exposure to fluids,
pinching, and severe flexing in service. All wire
bundles should be protected by sleeves of flexible
tubing securely held at each end, and there should
be no relative movement at points where flexible
tubing is secured. These wires and the insulating
tubing should be inspected carefully at frequent
intervals, and wires or tubing should be replaced at
the first sign of wear. There should be no strain on
attachments when parts are fully extended, but
slack should not be excessive.
Routing Precautions
When wiring must be routed parallel to combusti-
ble fluid or oxygen lines for -short distances, as
much fixed separation as possible should be main-
tained. The wires should be on a level with, or
above, the plumbing lines. Clamps should be spaced
so that if awire is broken at a clamp it will not
contact the line. Where a 6-in. separation is not
possible, both the wire bundle and the plumbing
line can be clamped to the same structure to prevent
any relative motion. If the separation is less than 2
in. but more than l/2 in., a polyethylene sleeve may
be used over the wire bundle to give further protec-
tion. Also two cable clamps back-to-back, as shown
in figure 11-19, can be used to maintain a rigid
separation only, and not for support of the bundle.
No wire should be routed so that it is located
nearer than l/2 in. to a plumbing line. Neither
should a wire or wire bundle be supported from a
Wires less than
rfromholeedd
FIGURE 11-17. Cable clamp and grommet at bulkhead hole.
443
Drainage hole 1/84nch diameter at
lowest point in tubing. Make the
hole after installation is complete
and lowest point is firmly established
FIGURE 11-18. Drain hole in low point of tubing.
plumbing line that carries flammable fluids or oxy-
gen.
Wiring should be routed to maintain a minimum
clearance of at least 3 in. from control cables. If
this cannot be accomplished, mechanical guards
should be installed to prevent contact between wir-
ing and control cables.
Installation of Cable Clamps
Cable clamps should be installed with regard to
the proper angle, as shown in figure 11-20. The
mounting screw should be above the wire bundle. It
is also desirable that the back of the cable clamp
rest against a structural member where practicable.
Figure 11-21 shows some typical mounting hard-
ware used in installing cable clamps.
Care should be taken that wires are not pinched
in cable clamps. Where possible, mount the cables
directly to structural members, as shown in figure
I. l-22.
Clamps can be used with rubber cushions to
secure wire bundles to tubular structures as shown
in figure 11-23. Such clamps must fit tightly, but
should not be deformed when locked in place.
LACING AND TYING WIRE BUNDLES
Wire groups and bundles are laced or tied with
cord to provide ease of installation, maintenance,
and inspection. This section describes and illus-
trates recommended procedures for lacing and tying
wires with knots which will hold tightly under all
conditions. For the purposes of this discussion, the
following terms are defined:
(1) Tying is the securing together of a group
444
FIGURE 11-19. Separation of wires from plumbing lines.
FIGURE 11-20. Proper mounting angles for cable clamps.
or bundle of wires by individual pieces of
cord tied around the group or bundle at
regular intervals.
(2) Lacing is the securing together of a group
or bundle of wires by a continuous piece
of cord forming loops at regular intervals
around the group or bundle.
(3) A wire group is two or more wires tied or
laced together to give identity to an indi-
vidual system.
(4) A wire bundle is two or more wires or
groups tied or laced together to facilitate
maintenance.
The material used for lacing and tying is either
cotton or nylon cord. Nylon cord is moisture- and
fungus-resistant, but cotton cord must be waxed
before using to give it these necessary protective
characteristics.
Single-Cord lacing vals with half hitches along the wire group or bun-
Figure 11-24 shows the step in lacing a wire
dle and at each point where a wire or wire group
bundle with a single cord. The lacing procedure is
branches off. The half hitches should be spaced so
started at the thick end of the wire group or bundle that the bundle is neat and secure. The lacing is
with a knot consisting of a clove hitch with an extra ended by tying a knot consisting of a clove hitch
loop. The lacing is then continued at regular inter- with an extra loop. After the knot is tied, the free
Cable damp
I
Lo&washer
&ii/F i
Lo&washer Nut
external teeth self-locking
FIGURE 11-21. Typical mounting hardware for cable clamps.
MS 21919 Cable clamps
Z member
Correct
L Wire is pinched in clamp
Incorrect
FICURZ 11-22. Mounting cable clamp to structure.
ends of the lacing cord should be trimmed to ap-
proximately 3/8 in.
Double-Cord lacing
Figure 11-25 illustrates the procedure for dou-
/
Cable
clamp
Tubular
structure
/
.Clamp
FIGURE 11-23. Installing cable clamp to
tubular structure.
445
Step A-Starting knot
cord crosses
under loop
Step B-Intermediate half hitches
Pull here until tight
Trim to 3/8 min.
FIGURE 11-24. Single-cord lacing.
ble-cord lacing. The lacing is started at the thick
end of the wire group or bundle with a bowline-on-
a-bight knot (A of figure 11-25). At regular inter-
vals along the wire group or bundle, and at each
point where a wire branches off, the lacing is con-
tinued using half hitches, with both cords held
firmly together. The half bitches should be spaced
so that the group or bundle is neat and secure. The
lacing is ended with a knot consisting of a half
hitch, continuing one of the cords clockwise and the
other counterclockwise and then tying the cord ends
with a square knot. The free ends of the lacing cord
should be trimmed to approximately 3/8 in.
lacing Branch-Offs
Figure 11-26 illustrates a recommended proce-
dure for lacing a wire group that branches off the
main wire bundle. The branch-off lacing is started
with a knot located on the main bundle just past the
branch-off point. Continue the lacing along the
branched-off wire group, using regularly spaced
half hitches. If a double cord is used, both cords
should be held snugly together. The half hitches
should be spaced to lace the bundle neatly and
securely. The lacing is ended with the regular termi-
nal knot used in single- or double-cord lacing. The
free ends of the lacing cord should be neatly
trimmed.
Step C-(Part II) Final knot
lying
All wire groups or bundles should be tied where
supports are more than 12 in. apart. Figure 11-28
illustrates a recommended procedure for tying a
wire group or bundle. The tie is started by wrap-
ping the cord around the wire group to tie a clove-
hitch knot. Then a square knot with an extra loop
is tied, and the free ends of the cord are trimmed.
Temporary ties are sometimes used in making up
and installing wire groups and bundles. Colored
cord is normally used to make temporary ties, since
they are removed when the installation is complete.
Whether laced or tied, bundles should be secured
to prevent slipping, but not so tightly that the cord
cuts into or deforms the insulation. This applies
especially to coaxial cable, which has a soft dielec-
tric insulation between the inner and outer conduc-
tor.
The part of a wire group or bundle located inside
a conduit is not tied or laced, but wire groups or
bundles inside enclosures, such as junction boxes,
should be laced only.
CUTTING WIRE AND CABLE
To make installation, maintenance, and repair
easier, wire and cable runs in aircraft are broken at
specified locations by junctions, such as connectors,
446
Starting knot-Bowline-on a bight
A
Intermediate half hitches .
Final knot
C
FIGURE 11-25. Double-cord lacing.
terminal blocks, or buses. Before assembly to these
junctions, wires and cables must be cut to length.
All wires and cables should be cut to the lengths
specified on drawings and wiring diagrams. The cut
should be made clean and square, and the wire or
cable should not be deformed. If necessary, large-
diameter wire should be re-shaped after cutting.
Good cuts can be made only if the blades of cutting
tools are sharp and free from nicks. A dull blade
will &form and extrude wire ends.
Starting knot for branch off
Half-hitch required
at branch-off point
FIGURE 11-26. Lacing a branch.off.
Stripping Wire and Cable
Before wire can be assembled to connectors, ter-
minals, splices, etc., the insulation must be stripped
from connecting ends to expose the bare conductor.
Copper wire can be stripped in a number of ways
depending on the size and insulation. Figure 11-27
lists some types of stripping tools recommended for
various wire sizes and types of insulation.
FIGURE 11-27. Wire strippers for copper wire.
Stripper FVire Size Insulations
Hot-blade
m-#4 All except asbestos
Rotary, electric
#2f5-#4 All
Bench
rum-ws All
Hand pliers
w5-rya All
Knife #2 -#OOOO All
Aluminum wire must be stripped very carefully,
using extreme care, since individual strands will
break very easily after being nicked.
The following general precautions are recom-
mended when stripping any type of wire:
(1) When using any type of wire stripper,
hold the wire so that it is perpendicular to
cutting blades.
(2) Adjust automatic stripping tools care-
447
(3)
(4)
(5)
(6)
fully; follow the manufacturers instruc-
tions to avoid nicking, cutting, or other-
wise damaging strands. This is especially
important for aluminum wires and for
copper wires smaller than No. 10. Exam-
ine stripped wires for damage. Cut off and
re-strip (if length is sufficient), or reject
and replace any wires having more than
the allowable number of nicked or broken
strands listed in the manufacturers in-
structions.
Make sure insulation is clean-cut with no
frayed or ragged edges. Trim if necessary.
Make sure all insulation is removed from
stripped area. Some types of wires are
supplied with a transparent layer of insu-
lation between the conductor and the pri-
mary insulation. If this is present, remove
it.
When using hand-plier strippers to remove
lengths of insulation longer than 3/4 in.,
it is easier to accomplish in two or more
operations.
Re-twist copper strands by hand or with
pliers, if necessary, to restore natural lay
and tightness of strands.
A pair of hand wire strippers is shown in figure
11-29. This tool is commonly- used to strip most
types of wire.
The following general procedures describe the
steps for stripping wire with a hand stripper.
(Refer to figure 11-30.)
(1) Insert wire into exact center of correct
cutting slot for wire size to be stripped.
Each slot is marked with wire size.
(2) Close handles together as far as they will
go-
(3) Release handles, allowing wire holder to
return to the open position.
(4) Remove stripped wire.
FICDRE 11-29. Light-duty hand \\ire strippers.
Solderless Terminals and Splices
Splicing of electrical cable should be kept to a
minimum and avoided entirely in locations subject
to extreme vibrations. Individual wires in a group
or bundle can usually be spliced, provided the com-
pleted splice is located so that it can be inspected
periodically. Splices should be staggered so that the
bundle does not become excessively enlarged. Many
types of aircraft splice connectors are available for
splicing individual wires. Self-insulated splice
connectors are usually preferred; however, a nonin-
sulated splice connector can be used if the splice is
covered with plastic sleeving secured at both ends.
Solder splices may be used, but they are particu-
larly brittle and not recommended.
Electric wires are terminated with solderless ter-
minal lugs to permit easy and efficient connection to
and disconnection from terminal blocks, bus bars,
or other electrical equipment. Solderless splices join
electric wires to form permanent continuous runs.
Solderless terminal lugs and splices are made of
copper or aluminum and are preinsulated or uninsu-
lated, depending on the desired application.
/
Terminal lugs are generally available in three
types for use in different space conditions. These
are the flag, straight, and right-angle lugs. Terminal
lugs are crimped (sometimes called staked or
swaged) to the wires by means of hand or power
crimping tools.
The following discussion describes recommended
448
Select correct
hole to match
wire gauge
Blades remain
is removed
FIGURE 11-30. Stripping wire with hand stripper.
Insulation grip
Barrel
wire
FIGURE 11-31. Preirlsulated terminal lug.
methods for terminating copper and aluminum
wires using solderless terminal lugs. It also de-
scribes the method for splicing copper wires using
solderless splices.
Copper Wire Terminals
Copper wires are terminated with solderless,
preinsulated straight copper terminal lugs. The in-
sulation is part of the terminal lug and extends
beyond its barrel so that it will cover a portion of
the wire insulation, making the use of an insulation
sleeve unnecessary (figure 11-31).
In addition, preinsulated terminal lugs contain an
insulation grip (a metal reinforcing sleeve) beneath
the insulation for extra gripping strength on the
wire insulation. Preinsulated terminals accommo-
date more than one size of wire; the insulation is
usually color-coded to identify the wire sizes that
can be terminated with each of the terminal lug
sizes.
Crimping Tools
Hand, portable power, and stationary power tools
are available for crimping terminal lugs. These tools
crimp the barrel of the terminal lug to the conduc-
tor and simultaneously crimp the insulation grip to
the wire insulation.
Hand crimping tools all have a self-locking
ratchet that prevents opening the tool until the
crimp is complete. Some hand crimping tools are
equipped with a nest of various size inserts to fit
different size terminal lugs. Others are used on one
terminal lug size only. All types of hand crimping
tools are checked by gages for proper adjustment of
crimping jaws.
Figure 11-32 shows a terminal lug inserted into
a hand tool. The following general guidelines out-
line the crimping procedure.
449
Locator
Barrel butts
flush against
too1 stop
-t
Tongue
n is
horizontal
stop
ITICLRE 11-32. Inserting terminal lug into hand tool.
(1) Strip the wire insulation to proper length.
(2) Insert the terminal lug, tongue first, into
hand tool barrel crimping jaws until the
terminal lug barrel butts flush against the
tool stop.
(3) Insert the stripped wire into the terminal
lug barrel until the wire insulation butts
flush against the end of the barrel.
(4) Squeeze the tool handles until the ratchet
releases.
Some types of uninsulated terminal lugs are insu-
lated after assembly to a wire by means of pieces of
transparent flexible tubing called sleeves. The
sleeve provides electrical and mechanical protection
at the connection. When the size of the sleeving
used is such that it will fit tightly over the terminal
(5) Remove the completed assembly and exam-
ine it for proper crimp.
lug, the sleeving need not be tied; otherwise, it
7
1 approx.
I
-
Tight or shrunk sleeve
Loose sleeve
FIGURE 11-33. Insulating sleeve.
should be tied with lacing cord as illustrated in
figure 11-33.
Aluminum Wire Terminals
The use of aluminum wire in aircraft systems is
increasing because of its weight advantage over
copper. However, bending aluminum will cause
work hardening of the metal, making it brittle.
This results in failure or breakage of strands much
sooner than in a similar case with copper wire.
Aluminum also forms a high-resistant oxide film
immediately upon exposure to air. To compensate
for these disadvantages, it is important to use the
most reliable installation procedures.
Only aluminum terminal lugs are used to termi-
nate aluminum wires. They are generally available
in three types: (1) Straight, (2) right-angle, and
(3) flag. All aluminum terminals incorporate an
inspection hole (figure 11-34) which permits
checking the depth of wire insertion. The barrel of
aluminum terminal lugs is filled with a petrolatum-
zinc dust compound. This compound removes the
oxide film from the aluminum by a grinding process
during the crimping operation. The compound will
also minimize later oxidation of the completed
connection by excluding moisture and air. The com-
pound is retained inside the terminal lug barrel by
a plastic or foil seal at the end of the barrel.
Splicing Copper Wires Using Preinsulated Splices
Preinsulated permanent copper splices join small
wires of sizes 22 through 10. Each splice size can
be used for more than one wire size. Splices are
usually color-coded in the same manner as preinsu-
lated small copper terminal lugs. Some splices are
insulated with white plastic. Splices are also used to
reduce wire sizes (figure 11-35).
Crimping tools are used to accomplish this type
of splice. The crimping procedures are the same as
those used for terminal lugs, except that the crimp-
ing operation must be done twice, once for each end
of the splice.
EMERGENCY SPLICING REPAIRS
Broken wires can be repaired by means of
crimped splices, by using terminal lugs from which
the tongue has been cut off, or by soldering to-
gether and potting broken strands. These repairs
are applicable to copper wire. Damaged aluminum
wire must not be temporarily spliced. These repairs
are for temporary emergency use only and should
be replaced as soon as possible with permanent
repairs. Since some manufacturers prohibit splicing,
450
Protective sr
Removing cover
/I
Petrolatum
Stripped wire
FICURL 11-31. Inserting aluminum wire into aluminum terminal lugs.
the applicable manufacturers instructions should al-
ways be consulted.
Splicing with Solder and Potting Compound
When neither a permanent splice nor a terminal
lug is available, a broken wire can be repaired as
follows (figure 11-36) :
(1) Install a piece of plastic sleeving about 3
in. long, and of the proper diameter to fit
loosely over the insulation, on one piece
of the broken wire.
Thinner wire
doubled over
Heavy wire
Cover with vinyl tube
tied at both ends
FIGCRE 11-35. Reducing wire size with a permanent splice.
Cover hole to
prevent forcing
(2) Strip approximately l-1/2 in. from each
broken end of the wire.
(3) Lay the stripped ends side by side and
twist one wire around the other with ap-
proximately four turns.
(4) Twist the free end of the second wire
(5)
(6)
around the first wire with approximately
four turns. Solder wire turns together,
using 60/40 tin-lead resin-core solder.
When solder is cool, draw the sleeve over
the soldered wires and tie at one end. If
potting compound is available, fill the
sleeve with potting material and tie se-
curely.
Allow the potting compound to set without
touching for 4 hrs. Full cure and electrical
characteristics are achieved in 24 hrs.
CONNECTING TERMINAL LUGS TO TERMINAL
BLOCKS
Terminal lugs should be installed on terminal
blocks so that they are locked against movement in
the direction of loosening (figure 11-37).
451
1 l/2 I l/2
Approx.
Approx.
Step 1
Step 4
FIGURE 11-36. Repairing broken wire by
soldering and potting.
Terminal blocks are normally supplied with studs
secured in place by a plain washer, an external
tooth lockwasher, and a nut. In connecting termi-
nals, a recommended practice is to place copper
terminal lugs directly on top of the nut, followed
with a plain washer and elastic stop nut, or with a
plain washer, split steel lockwasher, and plain nut.
Aluminum terminal lugs should be placed over a
plated brass plain washer, followed with another
plated brass plain washer, split steel lockwasher,
and plain nut or elastic stop nut. The plated brass
washer should have a diameter equal to the tongue
width of the aluminum terminal lug. Consult the
manufacturers instructions for recommended di-
mensions of these plated brass washers. Do not
place any washer in the current path between two
aluminum terminal lugs or between two copper ter-
minal lugs. Also, do not place a lockwasher directly
against the tongue or pad of the aluminum terminal.
To join a copper terminal lug to an aluminum
terminal lug, place a plated brass plain washer over
the nut which holds the stud in place; follow with
the aluminum terminal lug, a plated brass plain
washer, the copper terminal lug, plain washer, split
steel lockwasher, and plain nut or self-locking, all-
metal nut. As a general rule use a torque wrench to
tighten nuts to ensure sufficient contact pressure.
Manufacturers instructions provide installation
torques for all types of terminals.
BONDING AND GROUNDING
Bonding is the electrical connecting of two or
more conducting objects not otherwise adequately
connected. Grounding is the electrical connecting of
a conducting object to the primary structure for a
return path for current. Primary structure is the
main frame, fuselage, or wing structure of the air-
craft, commonly referred to as ground. Bonding
and grounding connections are made in aircraft
electrical systems to :
(1) Protect aircraft and personnel against haz-
ards from lightning discharge.
(2) Provide current return paths.
(3) Prevent development of radio-frequency
potentials.
(4) Protect personnel from shock hazards.
(5) Provide stability of radio transmission
and reception.
(6) Prevent accumulation of static charge.
General Bonding-and Grounding Procedures
The following general procedures and precau-
tions are recommended when making bonding or
grounding connections:
Bond or gronud parts to the primary air-
craft structure where practicable.
Make borrding or grounding connections
so that no part of the aircraft structure is
weakened.
Bond parts individually if possible.
Install bonding or grounding connections
against smooth, clean surfaces.
Install bonding or grounding connections
so that vibration, expansion or contrac-
tion, or relative movement in normal serv-
ice will not break or loosen the connec-
tion.
FIGURE 11-37. Connecting terminals to terminal block.
452
Cadmium plated
steel screw
Cadmium plated
steel locknut
A. Copper jumper connection to tubular structure.
Cadmium plated
steel screw
Aluminum alloy or,
corrosion-resisting
steel conduit
Cylindrical surface
I Aluminum
Cadmium plated
locknut
B. Bonding conduit to structure.
Cadmium plated
steel screw
Clamp
\ /
Aluminum
-washer
Aluminum
- terminal
washer
Cadmium plated
steel locknut
Cadmium plated
steel lo&washer
C, Aluminum jumper connection to tubular structure,
FIGURE 11-38. Hardware comlhations used in making bonding connections.
453
(6) Install bonding and grounding connec-
tions in protected areas whenever possible.
Bonding jumpers should be kept as short as prac-
ticable. The jumper should not interfere with the
operation of movable aircraft elements, such as sur-
face controls; normal movement of these elements
should not result in damage to the bonding jumper.
Electrolytic action can rapidly corrode a bonding
connectiol, if suitable precautions are not observed.
Aluminum alloy jumpers are recommended for most
cases; however, copper jumpers can be used to
bond together parts made of stainless steel, cadi-
mum-plated steel, copper, brass, or bronze. Where
contact between dissimilar metals cannot be
avoided, the choice of jumper and hardware should
be such that corrosion is minimized, and the part
most likely to corrode will be the jumper or asso-
ciated hardware. Figure 11-38 illustrates some
proper hardware combinations for making bonding
connections. At locations where finishes are re-
moved, a protective finish should be applied to the
completed connection to prevent corrosion.
The use of solder to attach bonding jumpers
should be avoided. Tubular members should be
bonded by means of clamps to which the jumper is
attached, The proper choice of clamp material mini-
mizes the probability of corrosion. When bonding
jumpers carry a substantial amount of ground re-
turn current, the current/rating of ,the jumper
should be adequate, and it should be determined
that a negligible voltage drop is produced.
Bonding and grounding connections are normally
nade to flat surfaces by means of through-bolts or
screws where there is easy access for installation.
Other general types of bolted connections are as
follows :
(1) In making a stud connection (figure
ll-39), a bolt or screw is locked securely
to the structure, thus becoming a stud.
Grounding or bonding jumpers can be re-
moved or added to the shank of the stud
without removing the stud from the struc-
ture.
(2)
. .
Nut plates are used where access to the
nut for repairs is difficult. Nut plates are
riveted or welded to a clean area of the
structure (figure 11-40).
Luckwasher
FIGURE 1140. Nut plate bonding or grounding to a
flat surface.
Bonding and grounding connections are also
made to a tab riveted to a structure. In such cases it
is important to clean the bonding or grounding
surface and make the connection as through the
connection were being made to the structure. If it is
necessary to remove the tab for any reason, the
rivets should be replaced with rivets one size larger,
and the mating surfaces of the structure and the tab
should be clean and free of anodic film.
Bonding or grounding connections can be made
to aluminum alloy, magnesium, or corrosion-resis-
tant steel tubular structure as shown in figure
11-41, which shows the arrangement of hardware
for bonding with an aluminum jumper. Because of
the ease with which aluminum is deformed, it is
necessary to distribute the screw and nut pressure
by means of plain washers.
Hardware used to make bonding or grounding
connections should be selected on the basis of me-
chanical strength, current to be carried, and ease of
installation. If connection is made by aluminum or
copper jumpers to the structure of a dissimilar ma-
terial, a washer of suitable material should be in-
stalled between the dissimilar metals so that any
corrosion will occur on the washer, which is ex-
pendable.
FIGURE 11-37. Bonding or grounding connections to a
cylindrical surface.
454
Hardware material and finish should be selected
on the basis of the material of the structure to
which attachment is made and on the material of
the jumper and terminal specified for the bonding
or grounding connection. Either a screw or bolt of
the proper size for the specified jumper terminal
should be used. When repairing or replacing exist-
ing bonding or grounding connections, the same
type of hardware used in the original connection
should always be used.
Testing Grounds and Bonds
The resistance of all bond and ground connec-
tions should be tested after connections are made
before re-finishing. The resistance of each connec-
tion should normally not exceed 0.003 ohm. Resist-
ance measurements need to be of limited nature
only for verification of the existence of a bond, but
should not be considered as the sole proof of satis-
factory bonding. The length of jumpers, methods,
and materials used, and the possibility of loosening
the connections in service should also be consid-
ered.
CONNECTORS
Connectors (plugs and receptacles) facilitate
maintenance when frequent ,disconnection is re-
quired. Since the cable is soldered to the connector
inserts, the joints should be individually installed
and the cable bundle firmly supported to avoid
damage by vibration. Connectors have been particu-
larly vulnerable to corrosion in the past, due to
condensation within the shell. Special connectors
with waterproof features have been developed
which may replace non-waterproof plugs in areas
where mositure causes a problem. A connector of
the same basic type and design should be used
when replacing a connector. Connectors susceptible
to corrosion difficulties may be treated with a chem-
ically inert waterproof jelly. When replacing
connector assemblies, the socket-type insert should
be used on the half which is live or hot after
the connector is disconnected, to prevent uninten-
tional grounding.
Types of Connectors
Connectors are identified by AN numbers and
are divided into classes with the manufacturers var-
iations in each class. The manufacturers variations
are differences in appearance and in the method of
meeting a specification. Some commonly used
connectors are shown in figure 11-42. There are
five basic classes of AN connectors used in most
aircraft. Each class of connector has slightly differ-
ent construction characteristics. Classes A, B, C,
and D are made of aluminum, and class K is made
of steel.
(1) Class A-Solid, one-piece back shell, gen-
eral-purpose connector.
(2) Class B-Connector back shell separates
into two parts lengthwise. Used
primarily where it is important
that the soldered connectors be
readily accessible. The back shell
is held together by a threaded
ring or by screws.
(3) Class C-A pressurized connector with
inserts that are not removable.
Similar to a class A connector
in appearance, but the inside
sealing arrangement is some-
times different. It is used on
walls of bulkheads of pressur-
ized equipment.
(4) Class D-Moisture- and vibration-resist-
ant connector which has a seal-
ing grommet in the back shell.
Wires are threaded through
tight-fitting holes in the grom-
met, thus sealing against mois-
ture.
(5) Class K-A fireproof connector used in
areas where it is vital that the
electric current is not inter-
rupted, even though the con-
nector may be exposed to con-
tinuous open flame. Wires are
crimped to the pin or socket
contacts and the shells are made
of steel. This class of con-
nector is normally longer than
other classes of connectors.
Connector Identification
Code letters and numbers are marked on the cou-
pling ring or shell to identify a connector. This
code (figure 1143) p rovides all the information
necessary to obtain the correct replacement for a
defective or damaged part.
Many special-purpose connectors have been de-
signed for use in aircraft applications. These in-
clude subminiature and rectangular shell connec-
tors, and connectors with short body shells or split-
shell construction.
455
AN3101
cable receptacle
AN3100
:+a11 receptacle
AN3102
box receptacle
AN3107
MCK disconnect
Plug
AN3108 AN3106
angle plug angle plug
AN3106
straight plug
AN3166
.straight plug
FIGURE 11-42. AN connectors.
Contact arrangement number
Contact style ( socket )
Insert rotation
Installation of Connectors
The following procedures outline one recom-
mended method of assembling connectors to reeept-
acles.
(1) Locate the proper position of the plug in
relation to the receptable by aligning the
key of one part with the groove or keyway
of the other part.
FIGURE 11-43. AN connector marking.
456
(2) Start the plug into the receptacle with a
light forward pressure and engage the
threads of the coupling ring and recepta-
cle.
(3) Alternately push in the plug and tighten
the coupling ring until the plug is com-
pletely seated.
(4) Use connector pliers to tighten coupling
rings one sixteenth to one eighth turn be-
yond fingertight if space around the
connector is too small to obtain a good
finger grip.
(5) Never use force to mate connectors to re-
ceptacles. Do not hammer a plug into its
receptacle; and never use a torque wrench
or pliers to lock coupling rings.
A connector is generally disassembled from a re-
ceptacle in the following manner:
(1)
(2).
(3)
(4)
Use connector pliers to loosen coupling
rings which are too tight to be loosened
by hand.
Alternately pull on the plug body and un-
screw the coupling ring until the connec-
tor is separated.
Protect disconnected plugs and receptacles
with caps or plastic bags to keep debris
from entering and causing faults.
Do not use excessive force, and do not
pull on attached wires.
CONDUIT
Conduit is used in aircraft installations for the
mechanical protection of wires and cables. It is
available in metallic and nonmetallic materials in
both rigid and flexible form.
When selecting conduit size for a specific cable
bundle application, it is common practice to allow
for ease in maintenance and possible future circuit
expansion by specifying the conduit inner diameter
about 25% larger than the maximum diameter of
the conductor bundle. The nominal diameter of a
rigid metallic conduit is the outside diameter.
Therefore, to obtain the inside diameter, subtract
twice the tube wall thickness.
From the abrasion standpoint, the conductor is
vulnerable at the conduit ends. Suitable fittings are
a5xed to the conduit ends in such a manner that a
smooth surface comes in contact with the conductor
within the conduit. When fittings are not used, the
conduit end should be flared to prevent wire insula-
tion damage. The conduit is supported by clamps
along the conduit run.
Many of the common conduit installation prob-
lems can be avoided by proper attention to the
following details:
(1) Do not locate conduit where it can be
used as a handhold or footstep.
(2) Provide drain holes at the lowest point in
a conduit run. Drilling burrs should be
carefully removed from the drain holes.
(3) Support the conduit to prevent chafing
against the structure and to avoid stress-
ing its end fittings.
Damaged conduit sections should be repaired to
prevent damage to the wires or wire bundle. The
minimum acceptable tube bend radii for rigid con-
duit as prescribed by the manufacturers instruc-
tions should be followed carefully. Kinked or wrin-
kled bends in a rigid conduit are normally not
acceptable.
Flexible aluminum conduit is widely available in
two types: (1) Bare flexible and (2) rubber-cov-
ered conduit. Flexible brass conduit is normally
used instead of flexible aluminum conduit, where
necessary to minimize radio interference. Flexible
conduit may be used where it is impractical to use
rigid conduit, such as areas that have motion be-
tween conduit ends or where complex bends are
necessary. Transparent adhesive tape is recom-
mended when cutting flexible tubing with a hack-
saw to minimize fraying of the braid.
ELECTRICAL EQWPMENT INSTALLATION
This section provides general procedures and
safety precautions for installation of commonly used
aircraft electrical equipment and components. Elec-
trical load limits, acceptable means of controlling or
monitoring electrical loads, and circuit protection
devices are subjects with which mechanics must be
familiar to properly install and maintain aircraft
electrical systems.
Electrical Load limits
When installing additional electrical equipment
that consumes electrical power in an aircraft, the
total electrical load must be safely controlled or
managed within the rated limits of the affected com-
ponents of the aircrafts power-supply system.
Before any aircraft electrical load is increased,
the associated wires, cables, and circuit protection
devices (fuses or circuit breakers) should be
checked to determine that the new electrical load
(previous maximum load plus added load) does not
exceed the rated limits of the existing wires, cables,
or protection devices.
The generator or alternator output ratings pre-
scribed by the manufacturer should be compared
457
with the electrical loads which can be imposed on
the affected generator or alternator by installed
equipment. When the comparison shows that the
probable total connected electrical load can exceed
the output load limits of the generator(s) or alter-
nator( the load should be reduced so that an
overload cannot occur. When a storage battery is
part of the electrical power system, ensure that the
battery is continuously charged in flight, except
when short, intermittent loads are connected such as
a radio transmitter, a landing-gear motor, or other
similar devices which may place short-time demand
loads on the battery,
Controlling or Monitoring the Electrical load
Placards are recommended to inform crewmem-
bers of an aircraft about the combination of electri-
cal loads that can safely be connected to the power
source.
In installations where the ammeter is in the bat-
tery lead, and the regulator system limits the maxi-
mum current that the generator or alternator can
deliver, a voltmeter can be installed on the system
bus. As long as the ammeter does not read dis-
charge (except f or short, intermittent loads such
as operating the gear and flaps) and the voltmeter
remains at system voltage, the generator or alter-
nator will not be overloaded.
In installations where the ammeter is in the gen-
erator or alternator lead, and the regulator system
does not limit the maximum current that the genera-
tor or alternator can deliver, the ammeter can be
redlined at 100% of the generator or alternator
rating. If the ammeter reading is never allowed to
exceed the red line, except for short, inermittent
loads, the generator or alternator will not be over-
loaded.
Where the use of placards or monitoring devices
is not practicable or desired, and where assurance
is needed that the battery in a typical small aircraft
generator/battery power source will be charged in
flight, the total continuous connected electrical load
may be held to approximately 80% of the total
rated generator output capacity. (When more than
one generator is used in parallel, the total rated
output is the combined output of the installed gen-
erators.)
When two or more generators are operated in
parallel and the total connected system load can
exceed the rated output of one generator, means
must be provided for quickly coping with the sud-
den overloads which can be caused by generator or
engine failure. A quick load reduction system, or a
specified procedure whereby the total load can be
reduced to a quantity which is within the rated
capacity of the remaining operable generator(s) ,
can be employed.
Electrical loads should be connected to inverters,
alternators, or similar aircraft electrical power
sources in such a manner that the rated limits of the
power source are not exceeded, unless some type of
effective monitoring means is provided to keep the
load within prescribed limits.
Circuit Protection Devices
Conductors should be protected with circuit
breakers or fuses located as close as possible to the
electrical power source bus. Normally, the manufac-
turer of the electrical equipment specifies the fuse
or circuit breaker to be used when installing equip-
ment.
The circuit breaker or fuse should open the
circuit before the conductor emits smoke. To accom-
plish this, the time current characteristic of the
protection device must fall below that of the asso-
ciated conductor. Circuit protector characteristics
should be matched to obtain the maximum utiliza-
tion of the connected equipment.
Figure II-44 shows an example of the chart used
in selecting the circuit breaker and fuse protection
for copper conductors. This limited chart is applica-
ble to a specific set of ambient temperatures and
wire bundle sizes, and is presented as a typical
example only. It is important to consult such guides
before selecting a conductor for a specific purpose.
For example, a wire run individually in the open
air may be protected by the circuit breaker of the
next higher rating to that shown on the chart.
Wire AN Circuit Fuse amp.
gage copper breaker amperage
22 5 5
20 7.5 5
18 10 10
16 15 10
14 20 15
12 30 20
10 40 30
8 50 50
6 80 70
4 100 70
2 125 100
1 150
0 150
FIGURE 11-44. Wire and circuit protector chart.
458
All re-settable circtiu breakers should open the
circuit in which they are installed regardless of the
position of the operating control when an overload
or circuit fault exists. Such circuit breakers are
referred +o as trip-free. Automatic re-set circuit
breakers automatically reset themselves. They
should not be used as circuit protection devices in
aircraft.
Switches
A specifically designed switch should be used in
all circuits where a switch malfunction would be
hazardous. Such switches are .of rugged construc-
tion and have sufficient contact capacity to break,
make, and carry continuously the connected load
current. Snap-action design is generally preferred to
obtain rapid opening and closing of contacts re-
gardless of the speed of the operating toggle or
plunger, thereby minimizing contact arcing.
The nominal current rating of the conventional
aircraft switch is usually stamped on the switch
housing. This rating represents the continuous cur-
rent rating with the contacts closed. Switches
should be derated from their nominal current rating
for the following types of circuits:
(1) High rush-in circuits--Circuits containing
incandescent lamps can draw an initial
current which is 15 times greater than the
continuous current. Contact burning or
welding may occur when the switch is
closed.
(2) Inductive circuits-Magnetic energy
stored in solenoid coils or relays is re-
leased and appears as an arc when the
control switch is opened.
(3) Motors-Direct-current motors will draw
several times their rated current during
starting, and magnetic energy stored in
their armature and field coils is released
when the control switch is opened.
The chart in figure II-45 is typical of those
available for selecting the proper nominal switch
rating when the continuous load current is known.
This selection is essentially a derating to obtain
reasonable switch efficiency and service life.
Hazardous errors in switch operation can be
avoided by logical and consistent installation. Two-
position on-off switches should be mounted SO
that the on position is reached by an upward or
forward movement of the toggle. When the switch
controls movable aircraft elements, such as landing
gear or flaps, the toggle should move in the same
Nominal system Type of load Derating
voltage factor
24 v. d.c. Lamp 8
24 v. d.c. Inductive
(Relay-Solenoid) 4
24 v. d.c. Resistive (Heater) 2
24 v. d.c. Motor 3
12 v. d.c. Lamp 5
12 v. d.c. Inductive
(Relay-Solenoid) 2
12 v. d-c. Resistive (Heater) 1
12 v. d.c. Motor 2
FIGURE 11-E. Switch derating factors.
direction as the desired motion. Inadvertent opera-
tion of a switch can be prevented by mounting a
suitable guard over the switch.
Relays
Relays are used as switching devices where a
weight reduction can be achieved or electrical con-
trols can be simplified. A relay is an electrically
operated switch and is therefore subject to dropout
under low system voltage conditions. The foregoing
discussion of switch ratings is generally applicable
to relay contact ratings.
AIRCRAFT LIGHTING SYSTEMS
Aircraft lighting systems provide illumination for
both exterior and interior use. Lights on the exte-
rior provide illumination for such operations as
landing at night, inspection of icing conditions, and
safety from midair collision. Interior lighting pro-
vides illumination for instruments, cockpits, cabins,
and other sections occupied by crewmembers and
passengers. Certain special ights, such as indicator
and warning lights, indicate the operational status
of equipment.
Exterior lights
Position, anti-collision, landing, and taxi lights
are common examples of aircraft exterior lights.
Some lights, such as position lights and anti-colli-
sion lights, are required for night operations. Other
types of exterior lights, such as wing inspection
lights, are of great benefit for specialized flying
operations.
Position lights
Aircraft operating at night must be equipped
with position lights that meet the minimum require-
ments specified by the Federal Aviation Regula-
tions. A set of position lights consist of one red, one
459
A. Tail position light unit.
B. Wingtip position light unit.
FIGURE 11-46. Position lights.
r-
----_
1
green, and one white light. Position lights are some-
times referred to as navigation lights. On many
aircraft each light unit contains a single lamp
mounted on the surface of the aircraft (A of figure
11.46). Other types of position light units contain
two lamps (B of figure 1 l-46), and are often
streamlined into the surface of the aircraft struc-
ture
The green light unit is always mounted at the
extreme tip of the right wing The red unit is
mounted in a similar position on the left wing The
white unit is usually located on the vertical stahi-
lizer in a position where it is clearly visible through
a wide angle from the rear of the aircraft
The wingtip lamps and the tail lamps are con-
trolled by a double-pole, single-throw switch in the
pilots compartment. On dim, the switch connects
a resistor in series with the lamps Since the resistor
decreases current flow, the light intensity is re-
duced. On bright, the resistor is shorted out of
the circuit, and the lamps glow at full brilliance
On some types of installations a switch in the
pilots compartment provides for steady or flashing
operation of the position lights. For flashing opera-
tion, a flasher mechanism is usually installed in the
position light circuit. It consists essentially of a
motor-driven camshaft on which two cams are
mounted and a switching mechanism made up of
two breaker arms and two contact screws. One
breaker arm supplies d.c. current to the wingtip
light circuit through one contact screw, and the
other breaker arm supplies the tail light circuit
through the other contact screw. When the motor
rotates, it turns the camshaft through a set of reduc-
tion gears and causes the cams to operate the
Right wing tip
light, green
J
t
I - . Flash
<ad,
FIGURE 11-47. Position light circuitry.
Left wing tip
light, red
=
28 v.d.c. main bus
Yt;y--\j
---
C
Fling tip lighlail light *
Y
0
Ol
Z-
Right wing tip light
!I?
B
z
FIGURE 11-48. Single-circuit position light circuitry without flasher.
breaker which opens and closes the wing and tail
light circuits alternately. Figure 11-47 is a simpli-
fied schematic diagram of a navigation light circuit
which illustrates one type of position light circuitry.
The schematic diagram of another type of posi-
tion light circuitry is shown in figure 11-48. Con-
trol of the position lights by a single on-off toggle
switch provides only a steady illumination. There is
no flasher and no dimming rheostat.
There are, of course, many variations in the posi-
tion light circuits used on different aircraft. All
circuits are protected by fuses or circuit breakers,
and many circuits include flashing and dimming
equipment. Still others are wired to energize a spe-
cial warning light dimming relay, which causes all
the cockpit warning lights to dim perceptibly when
the position lights are illuminated.
Small aircraft are usually equipped with a simpli-
fied control switch and circuitry. In some cases, one
control knob or switch is used to turn on several
sets of lights; for example, one type utilizes a con-
trol knob, the first movement of which turns on the
position lights and the instrument panel lights. Fur-
ther rotation of the control knob increases the in-
tensity of only the panel lights. A flasher unit is
seldom included in the position light circuitry of
very light aircraft, but is used in small twin-engine
aircraft.
Anti-collision lights
An anti-collision light system may consist of one
or more lights. They are rotating beam lights which
are usually installed on top of the fuselage or tail in
such a location that the light will not affect the
vision of the crewmember or detract from the con-
spicuousness of the position lights. In some cases
one of the lights is mounted on the underside of the
fuselage.
The simplest means of installing an anti-collision
light is to secure it to a reinforced fuselage skin
panel, as shown in figure 1149.
J
Anticolhsion light
Existing stringer
Reinforcing doubler
FIGURE 11-49. Typical anti-collision light installation iu
an unpressurized skin panel.
Anti-collision Ii&s
stabilizer
Vertical stabilizer
FIGURE 11-50. Typical anti-collision light installation
in a vertical stabilizer.
An anti-collision light is often installed on top of
the vertical stabilizer if the cross section of the
stabilizer is large enough to accommodate the in-
stallation, and if aircraft flutter and vibration char-
acteristics are not adversely affected. Such installa-
tions should be located near a spar, and formers
should be added as required to stiffen the structure
near the light. Figure 11-50 shows a typical anti-
collision light installation in a vertical stabilizer.
An anti-collision light unit usually consists of one
or two rotating lights operated by an electric motor.
The light may be fixed, but mounted under rotating
mirrors inside a protruding red glass housing. The
mirrors rotate in an arc, and the resulting flash rate
is between 40 and 100 cycles per minute. (See
figure 11-51.) The anti-collision light is a safety
light to warn other aircraft, especially in congested
areas.
landing lights
Landing lights are installed in aircraft to illumi-
nate runways during night landings. These lights
are very powerful and are directed by a parabolic
reflector at an angle providing a maximum range of
illumination. Landing lights are usually located
midway in the leading edge of each wing or stream-
Oscillating mirrors
FIGURE 11-51. Anti-collision light.
lined into the aircraft surface. Each light may be
controlled by a relay, or it may be connected di-
rectly into the electric circuit.
Since icing of the lamp lenses reduces the illumi-
nation quality of a lamp, some installations use
retractable landing lamps (figure 11-52). When the
lamps are not in use, a motor retracts them into
receptacles in the wing where the lenses are not
exposed to the weather.
As shown in figure 11-53, one type of retractable
landing light motor has a split-field winding. Two
of the field winding terminals connect to the two
outer terminals of the motor control switch through
the points of contacts C and D, while the center
terminal connects to one of two motor brushes. The
brushes connect the motor and magnetic brake sole-
FIGURE 11-52. Retractable landing light.
462
noid into the electric circuit. The points of contact
C are held open by the geared quadrant of the
landing lamp mechanism. The points of contact D
are held closed by the tension of the spring to the
right of the contacts. This is a typical arrangement
of a landing lamp circuit when the landing lamp is
retracted and the control switch is in the off
position. No current flows in the circuit, and nei-
ther the motor nor the lamp can be energized.
When the control switch is placed in the upper,
or extend, position (figure II-53), current from
the battery flows through the closed contacts of the
switch, the closed contacts of contact D, the center
terminal of the field winding, and the motor itself.
Current through the motor circuit energizes the
brake solenoid, which withdraws the brake shoe
from against the motor shaft, allowing the motor to
turn and lower the lamp mechanism. After the lamp
mechanism moves about lo, contact A touches and
rides along the copper bar B. In the meantime,
relay F is energized, and its contacts close. This
permits current to flow through the copper bar B,
contact A, and the lamp. When the lamp mechanism
-L
Field 1
. .
FIGURE 11-53. Landing light mechanism and circuit.
is completely lowered, the projection at the top of
the gear quadrant pushes the D contacts apart,
opens the circuit to the motor, and causes the de-en-
ergized brake solenoid to release the brake. The
brake is pushed against the motor shaft by the
spring, stopping the motor and completing the low-
ering operation.
To retract the landing lamp, the control switch is
placed in the retract position (figure 11-53). The
motor and brake circuits are completed through the
points of contact C, since these contacts are closed
when the gear quadrant is lowered. This action
completes the circuit, the brake releases, the motor
turns (this time in the opposite direction) and the
landing light mechanism is retracted. Since switch-
ing to retract breaks the circuit to relay F, the
relay contacts open, disconnecting the copper bar
and causing the landing lamp to go out. When the
mechanism is completely retracted, contact points C
open, and the circuit to the motor is again broken,
the brake applied, and the motor stopped.
Retractable landing lights that can be extended to
any position of their extension are employed on
some aircraft. Landing lights used on high-speed
aircraft are usually equipped with an airspeed pres-
sure switch which prevents extension of landing
lights at excessive airspeeds. Such switches also
cause retraction of landing lights if the aircraft
exceeds a predetermined speed.
Many large aircraft are equipped with four land-
ing lights, two of which are fixed and two retracta-
ble. Fixed lights are usually located in either the
wing root areas or just outboard of the fuselage in
the leading edge of each wing. The two retractable
lights are usually located in the lower outboard
surface of each wing, and are normally controlled
by separate switches. On some aircraft, the fixed
Taxi light
Inboard landing light
FIGURE 11-54. Fixed landing light and taxi light.
463
landing light is mounted in an area with a taxi
light, as shown in figure 11-54.
Taxi lights
Taxi lights are designed to provide illumination
on the ground while taxiing or towing the aircraft
to or from a runway, taxi strip, or in the hangar
area.
Taxi lights are not designed to provide the de-
gree of illumination necessary for landing lights;
150- to 250-watt taxi lights are typical on many
medium and heavy aircraft.
On aircraft with tricycle landing gear, either sin-
gle or dual taxi lights are often mounted on the
non-steerable part of the nose landing gear. As il-
lustrated in figure 11-55, they are positioned at an
oblique angle to the center line of the aircraft to
provide illumination directly in front of the aircraft
and also some illumination to the right and left of
the aircrafts path. On some aircraft the dual taxi
lights are supplemented by wingtip clearance lights
controlled by the same circuitry.
Taxi lights are also mounted in the recessed areas
of the wing leading edge, often in the same area
with a fixed landing light.
FIGURE 11-55. Taxi lights mounted on non-steerable
portion of nose landing gear.
Many small aircraft are not equipped with any
type of taxi light, but rely on the intermittent use of
a landing light to illuminate taxiing operations. Still
other aircraft utilize a dimming resistor in the land-
ing light circuit to provide reduced illumination for
taxing. A typical circuit for dual taxi lights is
shown in figure 11-56.
Some large aircraft are equipped with alternate
taxi lights located on the lower surface of the air-
craft, aft of the nose radome. These lights, operated
by a separate switch from the main taxi lights,
illuminate the area immediately in front of and
below the aircraft nose.
Wing Inspection Lights
Some aircraft are equipped with wing inspection
lights to illuminate the leading edge of the wings to
permit observation of icing and general condition of
these areas in flight. On some aircraft, the wing
inspection light system (also called wing ice lights)
consists of a loo-watt light mounted flush on the
outboard side of each nacelle forward of the wing.
These lights permit visual detection of ice formation
on wing leading edges while flying at night. They
are also often used as floodlights during ground
servicing. They are usually controlled through a
relay by an on-off toggle switch in the cockpit.
Some wing inspection light systems may include
or be supplemented by additional lights, sometimes
called nacelle lights, that illuminate adjacent areas
such as cowl flaps or the landing gear. These are
normally the same type of lights and can be con-
trolled by the same circuits.
MAINTENANCE AND INSPECTION OF LIGHTING
SYSTEMS
Inspection of an aircrafts lighting systems nor-
mally includes checking the condition and security
of all visible wiring, connections, terminals, fuses,
and switches. A continuity light or meter can be
used in making these checks, since the cause of
many troubles can often be located by systemati-
cally testing each circuit for continuity.
DC bu
&-f
FIGURE 11-56. Typical taxi light circuit.
Indicator Indicator Indicator
A.
1 Drv cells! lamp n lamp
g+q z;:tor F-J ?~ 5 Yf?ored wire
1
:z
-.
disconnected
Open Short Ground
from terminals
B. C. D.
All light covers and reflectors should be kept
clean and polished. Cloudy reflectors are often
caused by an air ieak around the lens.
The condition of the sealing compound around
position light frames should be inspected regularly.
Leaks or cracks should be filled with an approved
sealing compound.
Care should be exercised in installing a new bulb
in a light assembly, since many bulbs fit into a
socket in only one position and excessive force can
cause an incomplete or open circuit in the socket
area.
Circuit testing, commonly known as troubleshoot-
ing is a means of systematically locating faults in
an electrical system. These faults are usually of
three kinds :
(1) Open circuits in which leads or wires are
broken.
(2) Shorted circuits in which grounded leads
cause current to be returned by shortcuts
to the source of power.
(3) Low power in circuits causing lights to
burn dimly and relays to chatter. Electri-
cal troubles may develop in the unit or in
the wiring. If troubles such as these are
carefully analyzed and systematic steps
are taken to locate them, much time and
energy not only can be saved, but damage
to expensive testing equipent often can
be avoided. (For a more extensive treat-
ment of circuit testing than the summary
provided here, refer to Chapter 8, Air-
FIGURT. 11-57. Continuity tecting with n rontin~rity tester.
frame and Powerplant Mechanics General
Handbook. AC 6.5~9A.)
The equipment generally used in testing lighting
circuits in an aircraft consists of a voltmeter, test
light, continuity meter, and ohmmeter.
Although any standard d.c. voltmeter with flexi-
ble leads and test prods is satisfactory for testing
circuits, portable voltmeters especially designed for
test purposes are usually used.
The test lamp consists of a low wattage aircraft
light. Two leads are used with this light.
Continuity testers vary somewhat. One type con-
sists of a small lamp connected in series with two
small batteries (flashlight batteries are very suita-
ble) and two leads. (See A of figure 11-57.) An-
other type of continuity tester contains two batter-
ies connected in series with a d.c. voltmeter and two
test leads. A completed circuit will be registered by
the voltmeter.
Whenever generator or battery voltage is availa-
ble, the voltmeter and the test light can be used in
circuit testing, since these sources of power will
activate the test light and the voltmeter.
If no electrical power is available (the circuit is
dead), then the continuity tester is used. The self-
contained batteries of the continuity tester force
current through the circuit, causing the continuity
meter to indicate when the circuit being tested is
completed. When using the continuity meter, the
circuit being tested should always be isolated from
all other circuits by removing the fuse, by opening
the switch, or by disconnecting the wires.
Figure 11-57 illustrates techniques which may be
465
used in checking circuits. The continuity tester con-
tains a light to serve as an indicator. When the test
leads are touched together, a complete circuit is
established and the indicator light illuminates.
When the leads are brought into contact with a
resistor or other circuit element, as shown in B of
figure 11-57, and the light does not illuminate, then
the circuit being tested is open.
For the open test to be conclusive, be sure the
resistance of the unit tested is low enough to permit
the lamp to light. In a test in which the resistance is
too high, usually more than 10 ohms, connect a
voltmeter in the circuit in place of the lamp. If the
voltmeter pointer fails to deflect, an open circuit is
indicated.
The test for shorts (C of figure 11-57) shows the
continuity tester connected across the terminals of a
switch in the open position. If the tester lamp
lights, there is a short circuit in the switch.
To determine whether a length of wire is
grounded at some point between its terminals, dis-
connect the wire at each end and hook one test clip
to the wire at one end and ground the other test
clip (D of figure 11-57). If the wire is grounded,
the lamp will light. To locate the ground, check
back at intervals toward the other end. The lighting
of the lamp will indicate the section of the wire that
is grounded.
The ohmmeter, although primarily designed to
measure resistance, is useful for checking continu-
ity. With an ohmmeter, the resistance of a lighting
circuit can be determined directly by scale. Since an
open circuit has infinite resistance, a zero reading
on the ohmmeter indicates circuit continuity.
As illustrated in figure 11-58, the ohmmeter uses
a battery as the source of voltage. There are fixed
resistors, which are of such value that when the test
prods are shorted together, the meter will read full
scale. The variable resistor, in parallel with the
meter, and the fixed resistors compensate for
changes in voltage of the battery. The variable re-
sistor provides for zero adjustment on the meter
control panel.
On the meter there may be several scales, which
are made possible by various values of resistance
and battery voltage. The desired scale is selected by
a selector switch on the face of the ohmmeter. Each
scale reads low resistances at the upper end. Greater
resistance in a circuit is indicated by less deflection
of the indicator on the scale.
466
X R R30 R 300
FIGURE 11-58. Typical ohmmeter internal circuitry.
When using an ohmmeter to check continuity,
connect the leads across the circuit. A zero ohm
reading indicates circuit continuity. For checking
resistance, a scale should be chosen which will con-
tain the resistance of the element being measured.
In general, a scale should be selected on which the
reading will fall in the upper half of the scale.
Short the leads together and set the meter to read
zero ohm by the zero adjustment. If a change in
scales is made anytime, remember to re-adjust the
meter to zero ohm.
When making circuit tests with the ohmmeter,
never attempt to check continuity or measure the
resistance in a circuit while it is connected to a
source of voltage. Disconnect one end of an element
when checking resistance, so that the ohmmeter will
not read the resistance of parallel paths.
The following summary of continuity testing of
lighting circuits is recommended, using either an
ohmmeter or any other type of continuity tester.
(1) Check the fuse or circuit breaker. Be sure
it is the correct one for the circuit being
tested.
(2) Check the electrical unit (light).
(3) If fuse or circuit breaker and light are in
good condition, check at the most accessi-
ble point for an open or short in the
circuit.
(4) Never guess. Always locate the trouble in
the positive lead of a circuit, the operating
Open
Lamp on - normal readings Lamp out - open iu fuse
24V 24V 24V 24V 24V
Lamp out - open in lamp
Lamp out - open in ground connection
FIGURE 11-59. Cotltinuity testing with (I voltmeter.
unit, or the negative lead before removing
any equipment or wires.
A voltmeter with long flexible leads provides a
satisfactory, though different, method of checking
the continuity of lighting system wiring in an air-
craft. The voltage to be checked by the voltmeter is
furnished by the storage battery in the aircraft.
The following procedure indicates the steps for
continuity checking by a voltmeter in a circuit
which consists of a 24-volt battery, a fuse, a switch,
and a landing lamp.
(1) Draw a simple wiring diagram of the cir-
cuitry to be tested, as shown in figure
1 l-59.
(2) Check the fuse by touching the positive
voltmeter lead to the load end of the fuse
and the negative lead to ground. If the
fuse is good, there will be an indication
on the voltmeter. If it is burned out, it
must be replaced. If it burns out again,
467
the circuit is grounded. Check for the
ground at the lamp by removing the
connector and replacing the fuse; if it
bums out, the short is in the line. How-
ever, if the fuse does not burn out this
time, the short is within the lamp.
(3) If the fuse tests good, the circuit has an
open. Then with the negative clip of the
voltmeter connected to ground, move the
positive clip from point to point along the
circuit, following the diagram as a guide.
Test each unit and length of wire. The
first zero reading on the voltmeter indi-
cates that there is an open circuit between
the last point at which the voltage was
normal and the point of the first zero
reading. In the illustration of figure
11-59, open circuits are caused by an
open fuse, an open lamp filament, and an
open lamp-to-ground connection.
GENERAL
Safe, economical, and reliable operation of mod-
ern aircraft is dependent upon the use of instru-
ments. The first aircraft instruments were fuel and
oil pressure instruments to warn of engine trouble
so that the aircraft could be landed before the en-
gine failed. As aircraft that could fly over consider-
able distances were developed, weather became a
problem. Instruments were developed that helped to
fly through bad weather conditions.
Instrumentation is basically the science of meas-
urement. Speed, distance, altitude, attitude, direc-
tion, temperature, pressure, and r.p.m. are measured
and these measurements are displayed on dials
in the cockpit.
There are two ways of grouping aircraft instru-
ments. One is according to the job they perform.
Within this grouping they can be classed as flight
instruments, engine instruments, and navigation in-
struments. The other method of grouping aircraft
instruments is according to the principle on which
they work. Some operate in relation to changes in
temperature or air pressure and some by fluid pres-
sure. Others are activated by magnetism and elec-
tricity, and others depend on gyroscopic action.
The instruments that aid in controlling the in-
flight attitude of the aircraft are known as flight
instruments. Since these instruments must provide
information instantaneously, they are located on the
main instrument panel within ready visual reference
of the pilot. Basic flight instruments in an aircraft
are the airspeed indicator, altimeter and the mag
netic direction indicator. In addition, some aircraft
may have a rate-of-turn indicator, a bank indicator,
and an artificial horizon indicator. Flight instru-
ments are operated by atmospheric, impact, differ-
ential, or static pressure or by a gyroscope.
Engine instruments are designed to measure the
quantity and pressure of liquids (fuel and oil) and
gases (manifold pressure), r.p.m., and temperature.
The engine instruments usually include a tachome-
ter, fuel and oil Fressure gages, oil temperature
CHAPTER 12
AIRCRAFT INSTRUMENT SYSTEMS
gage, and a fuel quantity gage. In addition some
aircraft that are powered by reciprocating engines
are equipped with manifold pressure gage(s), cylin-
der head temperature gage(s), and carburetor air-
temperature gage(s). Gas turbine powered aircraft
will have a turbine or tailpipe temperature gage(s) ,
and may have an exhaust pressure ratio indica-
tor(s).
Navigational instruments provide information
that enables the pilot to guide the aircraft accu-
rately along definite courses. This group of instru-
ments includes a clock, compasses (magnetic com-
pass and gyroscopic .directional indicator), radios,
and other instruments for presenting navigational
information to the pilot.
INSTRUMENT CASES
A typical instrument can be compared to a clock,
in that the instrument has a mechanism, or works;
a dial, or face; pointers, or hands; and a cover
glass. The instrument mechanism is protetced by a
one; or two-piece case. Various materials, such as
aluminum alloy, magnesium alloy, iron, steel, or
plastic are used in the manufacture of instrument
cases. Bakelite is the most commonly used plastic.
Cases for electrically operated instruments are made
of iron or steel; these materials provide a path for
stray magnetic force fields that would otherwise
interfere with radio and electronic devices.
Some instrument mechanisms are housed in air-
tight cases, while other cases have a vent hole. The
vent allows air pressure inside the instrument case
to vary with the aircrafts change in altitude.
DIALS
Numerals, dial markings, and pointers of instru-
ments are frequently coated with luminous paint.
Some instruments are coated with luminous calcium
sulphide, a substance that glows for several hours
after exposure to light. Other instruments have a
phosphor coating that glows only when excited by a
small ultraviolet lamp in the cockpit. Some instru-
ments are marked with a combination of radioactive
469
salts, zinc oxide, and shellac. In handling these
instruments, care should be taken against radium
poisoning. The effects of radium are cumulative and
can appear after a long period of continued expo-
sure to small amounts of radiation. Poisoning
usually results from touching the mouth or nose
after handling instrument dials or radioactive paint.
After handling either, the hands should he kept
away from the mouth and nose, and washed thor-
oughly with hot water and soap as soon as possible.
RANGE MARKINGS
Instrument range markings indicate, at a glance,
whether a particular system or component is opera-
ting in a safe and desirable range of operation or
in an unsafe range.
Instruments should be marked and graduated in
accordance with the Aircraft Specifications or Type
Certificate Data Sheets and the specific aircraft
maintenance or flight manual. Instrument markings
usually consist of colored decalcomanias or paint
applied to the outer edges of the cover glass or over
the calibrations on the dial face. The colors gener-
ally used as range markings are red, yellow, green,
blue, or white. The markings are usually in the form
of an arc or a radial line.
A red radial line may be used to indicate maxi-
mum and minimum ranges : operations beyond these
markings are dangerous and should be avoided. A
blue arc marking indicates that operation is permit-
ted under certain conditions. A green arc indicates
the normal operating range during continuous oper-
ation. Yellow is used to indicate caution.
A white index marker is placed near the bottom
of all instruments that have range markings on the
cover glass. The index marker is a line extending
from the cover glass onto the instrument case. The
marker shows if glass slippage has occurred. Glass
slippage would cause the range markings to be in
error.
INSTRUMENT PANELS
With a few exceptions, instruments are mounted
on a panel in the cockpit so that the dials are
plainly visible to the pilot or copilot. Instrument
panels are usually made of sheet aluminum alloy
strong enough to resist flexing. The panels are non-
magnetic and are painted with a nonglare paint to
eliminate glare or reflection.
In aircraft equipped with only a few instruments,
only one panel is necessary; in some aircraft, addi-
tional panels are required. In such cases the for-
ward instrument panel is usually referred to as the
main instrument panel to distinguish it from ad-
ditional panels on the cockpit overhead or along the
side of the flight compartment. On some aircraft the
main instrument panel is also referred to as the
pilots or copilots panel, since many of the pilots
instruments on the left side of the panel are dupli-
cated on the right side.
The method of mounting instruments on their
respective panels depends on the design of the in-
strument case. In one design, the bezel is flanged in
such a manner that the instrument can be flush-
mounted in its cutout from the rear of the panel.
Integral self-locking nuts are provided at the rear
faces of the flange corners to receive mounting
screws from the front of the panel. The flanged type
case can also be mounted from the front of the
panel.
The mounting of instruments that have flangeless
cases is a simpler process. The flangeless case is
mounted from the front of the panel. A special
expanding type of clamp, shaped and dimensioned
to fit the instrument case, is secured to the rear face
of the panel. As actuating screw is connected to the
clamp and is accessible from the front of the panel.
The screw can be rotated to loosen the clamp, per-
mitting the instrument to slide freely into the clamp.
After the instrument is positioned, the screw is ro-
tated to tighten the clamp around the instrument
case.
Instrument panels are usually shock-mounted to
absorb low-frequency, high-amplitude shocks. Shock
mounts are used in sets of two, each secured to
FIGURE 12-1. Section through instrument panel shock.
470
separate brackets. The two mounts absorb most of
the vertical and horizontal vibration, but permit the
instruments to operate under conditions of minor
vibration. A cross sectional view of a typical shock
mount is shown in figure 12-I.
The type and number of shock mounts to be used
for instrument panels are determined by the weight
of the unit. The weight of the complete unit is
divided by the number of suspension points. For
example, an instrument panel weighing 16 lbs.
which is supported at four points would require
eight shock absorbers, each capable of supporting 4
lbs. When the panel is mounted, the weight should
deflect the shock absorbers approximately l/s in.
Shock-mounted instrument panels should be free
to mnve in all directions and have sufficient clear-
ance to avoid striking the supporting structure.
When a panel does not have adequate clearance,
inspect the shock mounts for looseness, cracks, or
deterioration.
REPAIR OF AIRCRAFT INSTRUMENTS
The repair of aircraft instruments is highly spe-
cialized, requiring special tools and equipment. In-
strument repairmen must have had specialized train-
ing or extensive on-the-job training in instrument
repair. For these reasons, the repair of instruments
must be performed by a properly certificated instru-
ment repair facility. However, mechanics are res-
ponsible for the installation, connection, removal,
servicing, and functional checking of the instru-
ments.
AIRCRAFT PRESSURE GAGES
Pressure gages are used to indicate the pressure
at which engine oil is forced through the bearings,
FIGURE 12-2. Engine gage unit.
Spring stop screw
FIGURE 12-3. Bourdon tube pressure gage.
oil passages, and moving parts of the engine and
the pressure at which fuel is delivered to the car-
buretor or fuel control. They are also used to meas-
ure the pressure of air in de-icer systems and gyro-
scope drives, of fuel/air mixtures in the intake man-
ifold, and of liquid or gases in several other sys-
tems.
Engine Gage Unit
The engine gage unit is comprised of three sepa-
rate instruments housed in a single case. A typical
engine gage unit, containing gages for oil and fuel
pressure and oil temperature, is shown in figure
12-2.
Two types of oil temperature gages are available
for use in an engine gage unit. One type consists. of
an electrical resistance type oil thermometer, sup
plied electrical current by the aircraft d.c. power
system. The other type, a capillary oil thermometer,
is a vapor pressure type thermometer consisting of
a bulb connected by a capillary tube to a Bourdon
tube. A pointer, connected to the Bourdon tube
through a multiplying mechanism, indicates on a
dial the temperature of the oil.
The Bourdon tube is an aircraft instrument made
of metal tubing, oval or somewhat flattened in cross
section (figure 12-3). The metal tubing is closed at
one end and mounted rigidly in the instrument case
at its other end.
471
The fluid whose pressure is to be measured is
introduced into the fixed end of the Bourdon tube
by a small tube leading from the fluid system to the
instrument. The greater the pressure of the fluid,
the more the Bourdon tube tends to become
straight. When the pressure is reduced or removed,
the inherent springiness of the metal tube causes it
to curve back to its normal shape.
If an indicator needle or pointer is attached to
the free end of the Bourdon tube, its reactions to
changes in the fluid pressure can be observed.
Hydraulic Pressure Gage
The mechanisms used in raising arrd lowering the
landing gear or flaps in most aircraft are operated
by a hydraulic system. A pressure gage to measure
the differential pressure in the hydraulic system in-
dicates how this system is functioning. Hydraulic
pressure gages are designed to indicate either the
pressure of the complete system or the pressure of
an individual unit in the system.
A typical hydraulic gage is shown in figure 124
The case of this gage contains a Bourdon tube and
a gear-and-pinion mechanism by which the Bourdon
tubes motion is amplified and transferred to the
pointer. The position of the pointer on the cali-
brated dial indicates the hydraulic pressure in p.s.i.
The pumps which supply pressure for the opera-
tion of an aircrafts hydraulic units are driven ei-
ther by the aircrafts engine or by an electric
motor, or both. Some installations use a pressure
FIGURE 124. Hydraulic pressure gage
472
accumulator to maintain a reserve of fluid under
pressure at all times. In such cases the pressure
gage registers continuously. With other installa-
tions, operating pressure is built up only when
needed, and pressure registers on the gage only
during these periods.
De-icing Pressure Gage
The rubber expansion boots, which de-ice the
leading edges of wings and stabilizers on some air-
craft, are operated by a compressed air system. The
de-icing system pressure gage measures the differ-
ence between prevailing atmospheric pressure and
the pressure inside the de-icing system, indicating
whether there is sufficient pressure to operate the
de-icer boots. The gage also provides a method of
measurement when adjusting the relief-valve and
the regulator of the de-icing system.
A typical de-icing pressure gage is shown in
figure 12-5. The case is vented at the bottom to
keep the interior at atmospheric pressure, as well as
to provide a drain for any moisture which might
accumulate.
FIGURE 12-5. De-icing pressure gage.
The pressure-measuring mechanism of the de-ic-
ing pressure gage consists of a Bourdon tube and a
sector gear, with a pinion for amplifying the motion
of the tube and transferring it to the pointer. The
de-icing system pressure enters the Bourdon tube
through a connection at the hack of the case.
The range of the gage is typically from zero p.s.i.
to 20 p.s.i., with the scale marked in 2-p.s.i. gradua-
tions as shown in figure 12-5.
When installed and connected into an aircrafts
de-icing pressure system, the gage reading always
remains at zero unless the de-icing system is opera-
ting. The gage pointer will fluctuate from zero p.s.i.
to approximately 8 p.s.i. under normal conditions,
because the de-icer boots are periodically inflated
and deflated. This normal fluctuation should not be
confused with oscillation.
Diaphragm-Type Pressure Gages
This type of pressure gage uses a diaphragm for
measuring pressure. The pressure or suction to be
measured is admitted to the pressure-sensitive dia-
phragm through an opening in the back of the
instrument case (figure 12-6).
FIGURE 12-6. Diaphragm-type pressure gage.
An opposing pressure, such as that of the atmos-
phere, is admitted through a vent in the case
(figure 12-6). Since the walls of the diaphragm are
very thin, an increase of pressure will cause it to
expand, and a decrease in pressure will cause it to
contract. Any movement of the diaphragm is trans-
ferred to the pointer by means of the rocker shaft,
sector, and pinion, which are connected to the front
side of the diaphragm. This gage is also a differen-
tial-pressure measuring device since it indicates the
difference between the pressure applied at the vent
of the case and the pressure or suction inside the
diaphragm.
Suction Gages
Suction gages are used on aircraft to indicate the
amount of suction that actuates the air-driven gy-
roscopic instruments. The spinning rotors of gyros-
topic instruments are kept in motion by streams of
air directed against the rotor vanes. These air-
streams are produced by pumping air out of the
instrument cases by the vacuum pump. Atmospheric
pressure then forces air into the cases through fil-
ters, and it is this air that is directed against the
rotor vanes to turn them.
The suction gage indicates whether the vacuum
system is working properly. The suction gage case
is vented to the atmosphere or to the line of the air
filter, and contains a pressure-sensitive diaphragm
plus the usual multiplying mechanism which ampli-
fies the movement of the diaphragm and transfers it
to the pointer. The reading of a suction gage indi-
cates the difference between atmospheric pressure
and the reducd pressure in the vacuum system.
Manifold Pressure Gage
The manifold pressure gage is an important in-
strument in an aircraft powered by a reciprocating
engine. The gage is designed to measure absolute
pressure. This pressure is the sum of the air pres-
sure and the added pressure created by the super-
charger. The dial of the instrument is calibrated in
inches of mercury (Hg) .
When the engine is not running, the manifold
pressure gage records the existing atmospheric pres-
sure. When the engine is running, the reading ob-
tained on the manifold pressure gage depends on
the engines r.p.m. The manifold pressure gage indi-
cates the manifold pressure immediately before the
cylinder intake ports.
The schematic of one type of manifold pressure
gage is shown in figure 12-7. The outer shell of the
gage protects and contains the mechanism. An open-
ing at the back of the case provides for the connec-
tion to the manifold of the engine.
The gage contains an aneroid diaphragm and a
linkage for transmitting the motion of the dia-
phragm to the pointer. The linkage is completely
external to the pressure chamber, and thus is not
exposed to the corrosive vapors of the manifold.
The pressure existing in the manifold enters the
sealed chamber through a damping tube, which is a
short length of capillary tubing at the rear of the
473
Altitude compensating aneroid
Capillary
assembly
c /
Frame
\
Rocking shaft
FIGURE 12-7. Manifold pressure gage.
case. This damping tube acts as a safety valve to
prevent damage to the instrument by engine back-
fire. The sudden surge of pressure caused by back-
fire is considerably reduced by the restricted capil-
lary tubing.
Impact
(pitot) preJrue
static R
When installing a manifold pressure gage, care
should be taken to ensure that the pointer is vertical
when registering 30 in. Hg.
When an engine is not running, the manifold
pressure gage reading should be the same as the
local barometric pressure. It can be checked against
a barometer known to be in proper operating condi-
tion. In most cases the altimeter in the aircraft can
be used, since it is a barometric instrument. With
the aircraft on the ground, the altimeter hands
should be set to zero and the instrument panel
tapped lightly a few times to remove any possible
frictional errors. The barometer scale on the altime-
ter face will indicate local atmospheric pressure
when the altimeter hands are at zero. The manifold
pressure gage should agree with this pressure read-
ing. If it does not, the gage should be replaced with
a gage that is operating properly,
To fus
circuit br
FIGURE 124. Pitot-static system.
If the pointer fails to respond entirely, the mech-
anism is, in all probability, defective. The gage
should be removed and replaced. If the pointer
responds but indicates incorrectly, there may be
moisture in the system, obstruction in the lines, a
leak in the system, or a defective mechanism.
The pitot-static system head, or pitot-static tube
as it is sometimes called, consists of two sections. As
shown in figure 12-9, the forward section is open at
the front end to receive the full force of the impact
air pressure. At the back of this section is a baffle
plate to protect the pitot tube from moisture and
dirt that might otherwise be blown into it. Moisture
can escape through a small drain hole at the bottom
of the forward section.
When doubt exists about which of these items is The pitot, or pressure, tube leads back to a cham-
the cause of the malfunction, the engine should be ber in the shark-fin projection near the rear of
operated at idle speed and the drain valve (usually the assembly. A riser, or upright tube, leads the air
located near the gage) opened for a few minutes.
This will usually clear the system of moisture. To
from this chamber through tubing to the airspeed
indicator.
clear an obstruction, the lines may be disconnected
and blown clear with compressed air. The gage
mechanism may be checked for leaks by disconnect-
ing the line at the engine end and applying air
pressure until the gage indicates 50 in. Hg. Then
the line should be quickly closed. A leak is present
if the gage pointer returns to atmospheric pressure.
If a leak is evident but cannot be found, the gage
should be replaced.
PITOT-STATtC SYSTEM
Three of the most important flight instruments
are connected into a pitot-static system. These in-
struments are the airspeed indicator, the altimeter,
and the rate-of-climb indicator. Figure 12-8 shows
these three instruments connected to a pitot-static
tube head.
474
Prrssure chamber
\
, Mot tube riser
FIGURE 12-9. Pitot-*atic system head.
The rear, or static, section of the pitot-static tube
head is pierced by small openings on the top and
bottom surfaces. These openings are designed and
located so that this part of the system will provide
accurate measurements of atmospheric pressure in a
static, or still, condition. The static section contains
a riser tube which is connected to the airspeed
indicator, the altimeter, and the rate-of-climb indi-
cator.
Many pitot-static tubes are provided with heating
elements to prevent icing during flight (figure
12-9). During ice-forming conditions, the electrical
heating elements can be turned on by means of a
switch in the cockpit. The electrical circuit for the
heater element may be connected through the igni-
tion switch. Thus, in case the heater switch is inad-
vertently left in the on position, there will be no
drain on the battery when the engine is not opera-
ting.
The pitot-static tube head is mounted on the out-
side of the aircraft at a point where the air is least
likely to be turbulent. It is pointed in a forward
direction parallel to the aircrafts line of flight. One
general type of tube head is designed for mounting
on a streamlined mast extending below the nose of
the aircraft fuselage. Another type is designed for
installation on a boom extending forward of the
leading edge of the wing. Both types are shown in
figure 12-10. Although there is a slight difference
in their construction, they operate identically.
Most pitot-static tubes are manufactured with a
union connection in both lines from the head, near
the point at which the tube head is attached to the
mounting boom or mast (figure 12-10). These
connections simplify removal and replacement, and
are usually reached through an inspection door in
the wing or fuselage. When a pitot-static tube head
is to be removed, these connections should be dis-
connected before any mounting screws and lock-
washers are removed.
FIGURE U-10. Pitot-static tube heads.
In many aircraft equipped with a pitot-static
tube, an alternate source of static pressure is pro-
vided for emergency use. A schematic diagram of a
typical system is shown in figure 12-11. As shown
in the diagram, the alternate source of static pres-
sure may be vented to the interior of the aircraft.
Another type of pitot-static system provides for
the location of the pitot and static sources at sepa-
fE3==!
Static line-
-J-l1
@
III
0 static source
( cockpit air )
FIGURE 12-11. Pitot-static system with alternate source
of static pressure.
475
Sources of
static pressure
(Schematic diagram
Pitot-heat element
FIGURE 12-12. Pitot-static system with separate sources of presstxe.
rate positions on the aircraft. This type of system is
illustrated in figure 12-12.
Impact pressure is taken from the pitot-head
(figure 12-12) which is mounted parallel to the
longitudinal axis of the aircraft and generally in
line with the relative wind. The leading edge of the
wing, nose section, or vertical stabilizer are the
usual mounting positions, since at those points there
is usually a minimum disturbance of air due to
motion of the aircraft.
Static pressure in this type of pitot-static system
is taken from the static line attached to a vent or
vents mounted flush with the fuselage or nose sec-
tion. On aircraft using a flush-mounted static
source, there may be two vents, one on each side of
the aircraft. This compensates for any possible vari-
ation in static pressure on the vents due to erratic
changes in aircraft attitude. The two vents are
usually connected by a Y-type fitting. In this type
of system, clogging of the pitot opening by ice or
dirt (or failure to remove the pitot cover) affects
the airspeed indicator only.
all have pressure-responsive elements (aneroids)
which expand or contract with the pressure change
of different flight levels. The heart of an altimeter is
its aneroid mechanism (figure 12-14). The expan-
sion or contraction of the aneroid with pressure
changes actuates the linkage, and the indicating
hands show altitude. Around the aneroid mecha-
nism of most altimeters is a device called the bi-
metal yoke. As the name implies, this device is com-
posed of two metals and performs the function of
compensating for the effect that temperature has on
the metals of the aneroid mechanism.
The presentation of altitude by altimeters in cur-
rent use varies from the multi-pointer type to the
drum and single pointer, and the digital counter
and single pointer types.
A pitot-static system used on a pressurized, mul-
ti-engine aircraft is shown in figure 12-13. Three
additional units, the cabin pressure controller, the
cabin differential pressure gage, and the autopilot
system are integrated into the static system. Both
heated and unheated flushmounted static ports are
used.
The dial face of the typical altimeter is graduated
with numerals from zero to 9 inclusive, as shown in
figure 12-15. Movement of the aneroid element is
transmitted through a gear train to the three hands
on the instrument face. These hands sweep the cali-
brated dial to indicate the altitude of the aircraft.
The shortest hand indicates altitude in tens of thou-
sands of feet; the intermediate hand, in thousands
of feet; and the longest hand, in hundreds of feet in
20-ft. increments. A barometric scale, located at the
right of the instrument face, can be set by a knob
located at the lower left of the instrument case. The
barometric scale indicates barometric pressure in
inches of mercury.
Altimeters
There are many kinds of altimeters in general use
today. However, they are all constructed on the
same basic principle as an aneroid barometer. They
Since atmospheric pressure continually changes,
the barometric scale must be reset to the local
station altimeter setting before the altimeter will
indicate the correct altitude of the aircraft above
476
flush-mounted
unheated
Copilots instrument pitot tube
static tube 7 Static vent
I
. 1
- r mshmounrea
heated static tubes
heated static tubes-
Copilots flight
instrument Dane1 I
F
L
Autopilot
amplifier
-aAs Y
control I
I
L Static
selector
valve
\
Static
selector
valve
Drain valves
1. Altimeter indicator
2. Airspeed indicator
3. Rate-of-climb indicator
4. Cabin ressure controller
5. Cabin lfferential pressure gage cf.
I Static system
m Pitot pressure system
To alternate
static source
FIGURE 12-13. Schematic of typical pitot-static system on pressurized multi-engine aircraft.
sea level. When the setting knob is turned, the
barometric scale, the hands, and the aneroid ele-
ment move to align the instrument mechanism with
the new altimeter setting.
Two setting marks, inner and outer, indicate bar-
ometric pressure in feet of altitude. They operate in
conjunction with the barometric scale, and indica-
tions are read on the altimeter dial. The outer mark
indicates hundreds of feet, and the inner mark thou-
sands of feet. Since there is a limit to the gradua-
tions which can be placed on the barometric scale,
the setting marks are used when the barometric
pressure to be read is outside the limits of the scale.
477
srornetrlc
dial
Balance /
I~,f!$~:~~y
Adjustment knob
IWSY. Out: Sets barometrical dial
I . In: Setr dial hands
FIGURE 12-M. Mechanism of a sensitive altimeter.
I/-- /
,oooo,~F~Er \ 3/1
hcuax 12-15. Sensitive altimeter.
Altimeter Errors
Altimeters are subject to various mechanical er-
rors. A common one is that the scale is not correctly
oriented to standard pressure conditions. Altimeters
should be checked periodically for scale errors in
altitude chambers where standard conditions exist.
Another mechanical error is the hysteresis error.
This error is induced by the aircraft maintaining a
given altitude for an extended period of time, then
suddenly making a large altitude change. The re-
sulting lag or drift in the altimeter is caused by the
elastic properties of the materials which comprise
the instrument. This error will eliminate itself with
slow climbs and descents or after maintaining a new
altitude for a reasonable period of time.
In addition to the errors in the altimeter mecha-
nism, another error called installation error affects
the accuracy of indications. The error is caused by
the change of aligmment of the static pressure port
with the relative wind. The change of alignment is
caused by changes in the speed of the aircraft and
in the angle of attack, or by the location of the
static port in a disturbed pressure field. Improper
installation or damage to the pitot-static tube will
also.result in improper indications of altitude.
Rate-efClimb Indicators
The rate-of-climb, or vertical velocity, indicator
(figure U-16) is a sensitive differential pressure
gage that indicates the rate at which an aircraft is
climbing or ,descending. The rate-of-climb indicator
is connected to the static system and senses the
rate of change of static pressure.
The rate of altitude change, as shown on the
indicator dial, is positive in a climb and negative
Restrict& passage
FIGURE 12-16. Typical rate-of-climb indicator.
478
when descending in altitude. The dial pointer moves
in either direction from the zero point, depending
on whether the aircraft is going up or down. In
level flight the pointer remains at zero.
The operation of a climb indicator is illustrated
in figure 12-16. The case of the instrument is air-
tight except for a small connection through a re-
stricted passage to the static line of the pitot-static
system.
Inside the sealed case of the rate-of-climb indica-
tor is a diaphragm with connecting linkage and
gearing to the indicator pointer. Both the dia-
phragm and the case receive air at atmospheric
pressure from the static line. When the aircraft is
on the ground or in level flight, the pressures inside
the diaphragm and the instrument case remain the
same and the pointer is at the zero indication.
When the aircraft climbs the pressure inside the
diaphragm ,decreases but, due to the metering action
of the restricted passage, the case pressure will re-
main higher and cause the diaphragm to contract.
The diaphragm movement actuates the mechanism,
causing the pointer to indicate a rate of climb.
When the aircraft levels off, the pressure in the
instrument case is equalized with the pressure in the
diaphragm. The diaphragm returns to its neutral
position and the pointer returns to zero.
In a decent, the ,pressure conditions are re-
versed. The diaphragm pressure immediately be-
comes greater than the pressure in the instrument
case. The diaphragm expands and operates the
pointer mechanism to indicate the rate of descent.
When the aircraft is climbing or descending at a
constant rate, a definite ratio between the dia-
phragm pressure and the case pressure is main-
tained through the calibrated restricted passage,
which requires approximately 6 to 9 sec. to equalize
the two pressures, causing a lag in the proper read-
ing. Any sudden or abrupt changes in the aircrafts
attitude may cause erroneous indications due to the
sudden change of airflow over the static ports.
The instantaneous rate-of-climb indicator is a
more recent development which incorporates accel-
eration pumps to eliminate< the limitations asso-
ciated with the calibrated leak. For example, during
an abrupt climb, vertical acceleration causes the
pumps to supply extra air into the diaphragm to
stabilize the pressure differential without the usual
lag time. During level flight and steady-rate climbs
and descents, the instrument operates on the same
principles as the conventional rate-of-climb indica-
tor.
A zero-setting system, controlled by a setscrew or
an adjusting knob permits adjustment of the pointer
to zero. The pointer of an indicator should indicate
zero when the aircraft is on the ground or main-
taining a constant pressure level in flight.
Airspeed Indicator
Airspeed indicators are sensitive pressure gages
which measure the difference between the pitot and
static pressures, and present such difference in
terms of indicated airspeed. Airspeed indicators are
made by various manufacturers and vary in their
mechanical construction. However, the basic con-
struction and operating principle is the same for all
types*
The airspeed indicator (figure 12-17) is a sensi-
tive, differential pressure gage which measures and
indicates promptly the differential between the
impact and the static air pressures surrounding an
airplane at any moment of flight. The airspeed indi-
cator consists primarily of a sensitive metallic dia-
phragm whose movements, resulting from the slight-
est difference in impact and static air pressures, are
multiplied by means of a link, a rocking shaft, a
sector with hairspring and pinion, and a tapered
shaft to impart rotary motion to the pointer, which
indicates the aircraft velocity on the dial face in
terms of knots or m.p.h.
sector
Rocking shaft
\ Long lever
RestraiAlg
spfiing
Hairspring /
Handstaff pinion
FIGURE 12-17. Airspeed indicator.
479
Most airspeed indicators are marked to show
speed limitations at a glance. The never-exceed ve-
locity is designated by a red radial line. A yellow
arc designates the cautionary range, and a white
arc is used to indicate the range of permissible
limits of flap operation.
The dial numbers used on different airspeed indi-
cators are indicative of the type of aircraft in which
they are used; for example, an airspeed indicator
with a range of zero to 160 knots is commonly used
in many light aircraft. Other types, such as a 430-
knot indicator, are used on larger and faster air-
craft.
Another type of airspeed indicator in use is the
maximum allowable airspeed indicator shown in
figure 12-18. This indicator includes a maximum
allowable needle, which shows a decrease in max-
imum allowable airspeed with an increase in alti-
tude. It operates from an extra diaphragm in the
airspeed indicator which senses changes in altitude
and measures this change on the face of the instru-
ment. Its purpose is to indicate maximum allowable
indicated airspeed at any altitude.
II
-I
b 30 44
i,\ \
y//r6O KNOTS
FICWE 12-18. Maxi mum allowable airspeed indicator.
The type of airspeed indicator known as a true
airspeed indicator is shown in figure 12-19. It uses
an aneroid, a differential pressure diaphragm, and a
bulb temperature diaphragm, which respond respec-
tively to changes in barometric pressure, impact
pressure, and free air temperature. The actions of
the diaphragms are mechanically resolved to indi-
cate true airspeed in knots. A typical true airspeed
indicator is designed to indicate true airspeed from
1,000 ft. below sea level to 50,000 ft. above sea
level under free air temperature conditions from
+4W to -60 C.
FIGURE 12-19. True airspeed indicator.
Mach Indicator
Machmeters indicate the ratio of aircraft speed to
the speed of sound at the particular altitude and
temperature existing at any time during flight.
Construction of a Mach indicator is much the
same as that of an airspeed indicator. It will usually
contain a differential pressure diaphragm which
senses pitot-static pressure, and an aneroid dia-
phragm which senses static pressure. By mechanical
means, changes in pressures are then displayed on
the instrument face in terms of Mach numbers.
The Machmeter shown in figure 12-20A is de-
signed to operate in the range of 0.3 to 1.0 Mach
and at altitudes from zero to 50,000 feet. The Mach-
meter shown in figure 12-20B is designed to oper-
ate in the range of 0.5 to 1.5 at altitudes up to
50,000 feet.
Combined Airspeed/Mach Indicator
Combined airspeed/Mach indicators are provided
for aircraft where instrument space is at a premium
and it is desirable to present information on a com-
bined indicator. These instruments show indicated
480
a desired speed. A combined airspeed/Mach indica-
FIGURE 12-20. Machmeters.
airspeed, Mach, and limiting Mach by use of impact
and static pressures and an altitude aneroid.
These combined units utilize a dual-pointed nee-
dle which shows airspeed on a fixed scale and Mach
indication on a rotating scale. A knurled knob lo-
cated on the lower portion of the instrument is
provided to set a movable index marker to reference
48
tor is shown in figure 12-21.
Mach limit-
index
, Airspeed
index
Index ad;usting knob
FIGURE 12-21. Combined airspeed/Mach indicator.
MAINTENANCE OF PITOT-STATIC SYSTEMS
The specific maintenance instructions for any pi-
tot-static system are usually detailed in the applica-
ble aircraft manufacturers maintenance manual.
However, there are certain inspections, procedures,
and precautions to be observed that apply to all
systems.
Pitot tubes and their supporting masts should be
inspected for security of mounting and evidence of
damage. Checks should also be made to ensure that
electrical connections are secure. The pitot pressure
entry hole, drain holes, and static holes or ports
should be inspected to ensure that they are unob-
structed. The size of the drain holes and static holes
is aerodynamically critical. They must never be
cleared of obstruction with tools likely to cause
enlargement or burring.
Heating elements should be checked for function-
ing by ensuring that the pitot tube begins to warm
up when the heater is switched on. If an ammeter
or loadmeter is installed in the circuit, a current
reading should be taken.
The inspections to be carried out on the individ-
ual instruments are primarily concerned with secu-
rity, visual defects, and proper functioning. The
zero setting of pointers must also be checked. At the
time of inspecting the altimeter, the barometric
pressure scale should be set to read field barometric
pressure. With this pressure set, the instrument
should read zero within the tolerances specified for
the type installed. No adjustment of any kind can
be made, if the reading is not within limits, the
instrument must be replaced.
Leak Testing Pitot-Static Systems
Aircraft pitot-static systems must be tested for
leaks after the installation of any component parts,
when system malfunction is suspected, and at the
periods specified in the Federal Aviation Regula-
tions.
The method of leak testing and the type of equip.
ment to use depends on the type of aircraft and its
pitot-static system. In all cases, pressure and suction
must be applied and released slowly to avoid dam-
age to the instruments. The method of testing con-
sists basically of applying pressure and suction to
pressure heads and static vents respectively, using a
leak tester and coupling adapters. The rate of leak-
age should be within the permissible tolerances pre-
scribed for the system. Leak tests also provide a
means of checking that the instruments connected
to a system are functioning properly. However, a
leak test does not serve as a calibration test.
Upon completion of the leak test, be sure that the
system is returned to the normal flight configura-
tion. If it was necessary to blank off various por-
tions of a system, check to be sure that all blanking
plugs, adapters, or pieces of adhesive tape have
been removed.
TURN-AND-BANK INDICATOR
The turn-and-bank indicator, figure 12-22, also
referred to as the turn-and-slip or needle-and-ball
indicator, shows the correct execution of a bank
and turn and indicates the lateral attitude of the
aircraft in level flight.
The turn needle is operated by a gyro, driven
either by a vacuum, air pressure, or electricity.
The turn needle indicates the rate, in numben of
degrees per second, at which an aircraft is turning
about its vertical axis. It also provides informa-
tion on the amount of bank. The gyro axis i&
horizontally mounted so that the gyro rotates up
and away from the pilot. The gimbal around the
gyro is pivoted fore and aft.
Gyroscopic precession causes the rotor to tilt
when the aircraft is turned. Due to the direction
of rotation, the gyro assembly tilts in the opposite
direction from which the aircraft is turning. This
prevents the rotor axis from becoming vertical to
the earths surface. The linkagr between the gyro
assembly and the turn needle: called the reversing
mechanism, causes the needle to indicate the proper
direction of turn.
Power for the electric gyro may be supplied from
either an a.c. or d.c. source.
The principal value of the electric gyro in light
aircraft is its safety factor. In single-engine air-
craft equipped with vacuum-driven attitude and
heading indicators. the turn needle is commonly
operated by an electric gyro. In the event of
vacuum system failure and loss of two gyro instru-
ments, the pilot still has a reliable standby instru-
ment for emergency operation. Operated on
current directly from the battery, the electric turn
indicator is reliable as long as current is available,
regardless of generator or vacuum system malfunc-
tion . In the electric instrument, the gyro is a
small electric motor and flywheel. Otherwise both
electric and vacuum-driven turn-needles are ,de-
Two minute turn indicator Four minute turn indicator
FIGZ:RL 12-22. Two types of turn-and-bank indicators.
482
signed to use the same gyroscopic principle of
precession.
Power for the suction-driven turn needle is regu-
lated by a restrictor installed between the main
suction line and the instrument to produce a de-
sired suction and rotor speed. Since the needle
measures the force of precession, excessivly high
or low vacuum results in unreliable turn-needle
operation. For a specific rate of turn, low vacuum
produces less than normal rotor speed and, there-
fore, less needle deflection for this specific rate of
turn. The reverse is true for the condition of high
vacuum.
Of the two types of turn needles shown in figure
12-22, the 2-min. turn indicator is the older. If
the instrument is accurately calibrated; a single
needle-width deflection on the P-min. indicator
means that the aircraft is turning at 30 per sec.,
or standard (2 min. for a 3GO turn). On the
4-min. indicator, a single needle-width deflection
shows when the aircraft is turning at I$$ per
sec.. or half standard rate (4 min. for a 3600
turn). The 4-min. turn indicator was developed
especially for high-speed aircraft.
The slip indicator (ball) part of the instrument
is a simple inclinometer consisting of a sealed,
curved glass tube containing kerosene and a black
agate or a common steel ball bearing, which is
free to move inside the tube. The fluid provides
a damping action, ensuring smooth and easy move-
ment of the ball. The tube is curved so that in a
horizontal position the ball tends to seek the lowest
point. A small projection on the left end of the
tube contains a bubble of air which compensates
for expansion of the fluid during changes in tem-
perature. Two strands of wire wound around the
glass tube fasten the tube to the instrument case
and also serve as reference markers to indicate the
correct position of the ball in the tube. During
coordinated straight-and-level flight, the force of
gravity causes the ball to rest in the lowest part of
the tube, centered between the reference wires.
Maintenance Practices for Turn-and-Bank Indi-
cators
Errors in turn needle indications are usually due
to insufficient or excessive rotor speed or inaccurate
adjustment of the calibrating spring. There is no
practical operational test or checkout of this instru-
ment, other than visually noting that the indicator
pointer and the ball are centered.
SYNCHRO-TYPE REMOTE INDICATING INSTRU-
MENTS
A synchro system is an electrical system used for
transmitting information from one point to another.
Most position-indicating instruments are designed
around a synchro system. The word synchro is a
shortened form of synchronous, and refers to any
one of a number of electrical devices capable of
measuring and indicating angular deflection. Syn-
chro systems qe used as remote position indica-
tors for landing gear and flap systems, in autopilot
systems, in radar systems, and many other remote-
indicating applications. There are different types of
synchro systems. The three most common are: (1)
Autosyn, (2) selsyn, and (3) magnesyn. These sys-
tems are similar in construction and all operate on
identical electrical and mechanical principles.
D.C. Selsyn Systems
The d.c. selsyn system is a widely used electrical
method of indicating a remote mechanical condi-
tion. Specifically, d.c. selsyn systems can be used to
show the movement and position of retractable
landing gear, wing flaps, cowl flaps, oil cooler
doors, or similar movable parts of the aircraft.
A selsyn system consists of a transmitter, an indi-
N
Transmittter
FIGURE 12-23. Schematic diagram of a d.c. selsyn system.
483
cator and connecting wires. The voltage required to
operate the selsyn system is supplied from the air-
crafts electrical system.
A selsyn system is shown schematically in figure
12-23. The transmitter consists of a circular resist-
ance winding and a rotatable contact arm. The ro-
tatable contact arm turns on a shaft in the center of
the resistance winding. The two ends of the arm, or
brushes, always touch the winding on opposite
sides. The shaft to which the contact arm is fas-
tened protrudes through the end of the transmitter
housing and is attached to the unit (flaps, landing
gear, etc.) whose position is to be transmitted. The
transmitter is usually connected to the unit through
a mechanical linkage. As the unit moves, it causes
the transmitter shaft to turn. Thus, the arm can be
turned so that voltage can be applied at any two
points around the circumference of the winding.
As the voltage at the transmitter taps is varied,
the distribution of currents in the indicator coils
varies and the direction of the resultant magnetic
field across the indicator is changed. The magnetic
field across the indicating element corresponds in
position to the moving arm in the transmitter.
Whenever the magnetic field changes direction, the
polarized motor turns and aligns itself with the
new position of the field. The rotor thus indicates
the position of the transmitter arm.
When the d.c. selsyn system is used to indicate
the position of landing gear, an additional circuit is
connected to the transmitter winding, which acts as
a lock-switch circuit. The purpose of this circuit is
to show when the landing gear is up and locked, or
d own and locked. Lock switches are shown con-
nected into a three-wire system in figure 12-24.
A resistor is connected between one of the taps of
the transmitter at one end and to the individual lock
switches at the other end. When either lock switch
is closed, the resistance is added into the transmit-
Transmitter Indicating element
FIGURE 12-24. A double-lock witch in a three-wire
selsyn system.
484
ter circuit to cause an unbalance in one section of
the transmitter winding. This unbalance causes the
current flowing through one of the indicator coils
to change. The resultant movement in the indicator
pointer shows that the lock switch has been closed.
The lock switch is mechanically connected to the
landing gear up- or downJocks, and when the land-
ing gear locks either up or down, it closes the lock
switch connected to the selsyn transmitter. This lock
ing of the landing gear is repeated on the indicator.
M-lgnesyn System
The magnesyn system is an electrical self-syn-
chronous device used to transmit the direction of a
magnetic field from one coil to another. The magne-
syn position system is essentially a method of meas-
uring the extent of the movement of such elements
as the wing and cowl flaps, trim tabs, landing gear,
or other control surfaces. The two main units of the
system are the transmitter and the indicator (figure
12-25).
A.C. power
Connection to control
. I ,
surface through direct -T
Magnesyn
linkage
Magnesyn
position
position
indicator
transmitter
FIGURE 12-25. Magnesyn position-indicating system.
In a magnesyn transmitter a soft iron ring is
placed around a permanent magnet so that most of
the magnets lines of force pass within the ring.
This circular core of magnetic material is provided
with a single continuous electrical winding of fine
wire. Figure 12-26 shows an electrical wiring sche-
matic of a magnesyn system. The circular core of
magnetic material and the winding are the essential
components of the magnesyn stator. The rotor con-
sists of the permanent magnet.
The movement of the control surface of the air-
craft causes a proportional movement of the trans-
mitter shaft. This in turn causes a rotary displace-
ment of the magnet. Varying voltages are set up in
Transmitting mrgnesyn Indicating magneryn
FIGURE 12-26. IMagnesyn system.
the magnesyn stator, dependi ng on the position of
the magnet. The voltage is transmitted to a mag-
nesyn indicator which indicates on a dial the values
received from the transmitter. The indicator con-
sists essentially of a magnesyn, a graduated dial,
and a pointer. The pointer is attached to the shaft
and the shaft is attached to the magnet; thus, move-
ment of the magnet causes movement of the pointer.
REMOTE-INDICATING FUEL AND OIL PRESSURE
GAGES
Fuel and oil pressure indications can be conven-
iently obtained through use of the various synchro
systems. The type of synchro system used may be
the same for either fuel or oil pressure measure-
ment; however, an oil system transmitter is usually
not interchangeable with a fuel system transmitter.
A typical oil pressure indicating system is shown
in figure 12-27. A change in oil pressure intro-
duced into the synchro transmitter causes an electri-
Oil pressure indicator
To engine oil pump -
(instrument panel) Oil pressure transmitter (engine)
\
b-
,-
I-
L-
cal signal to be transmitted through the intercon-
necting wiring to the synchro receiver. This signal
causes the receiver rotor and the indicator pointer
to move a distance proportional to the amount of
pressure exerted by the oil.
Most oil pressure transmitters are composed of
two main parts, a bellows mechanism for measuring
pressure and a synchro assembly. The pressure of
the oil causes linear displacement of the synchro
rotor. The amount of displacement is proportional
to the pressure, and varying voltages are set up in
the synchro stator. These voltages are transmitted
to the synchro indicator.
In some installations, dual indicators are used to
obtain indications from two sources. On some air-
craft, both oil and fuel pressure transmitters are
joined through a junction and operate a synchro oil
and fuel pressure indicator (dual side-by-side), thus
combining both gages in one case.
CAPACITOR-TYPE FUEL QUANTITY SYSTEM
The capacitor-type fuel quantity system is an
electronic fuel measuring device that accurately de-
termines the weight of the fuel in the tanks of an
aircraft. The basic components of the system are an
indicator, a tank probe, a bridge unit, and an am-
plifier. In some systems the bridge unit and ampli-
fier are one unit, mounted in the same box. More
recent systems have been designed with the bridge
unit and a transistorized amplifier built into the
instrument case.
Pressure connector1 1
I
Open to atmosphere -
e
AX. Power
FIGURE 12-27. Oil pressure synchro system.
485
The fuel quantity indicator shown in figure
12-28 is a sealed, self balancing, motor-driven in-
strument containing a motor, pointer assembly,
transistorized amplifier, bridge circuit, and adjust-
ment potentiometers. A change in the fuel quantity
of a tank causes a change in the capacitance of the
tank unit. The tank unit is one arm of a capacitance
bridge circuit. The voltage signal resulting from the
unbalanced bridge is amplified by a phase-sensitive
amplifier in the power unit. This signal energizes
one winding of a two-phase induction motor in the
indicator. The induction motor drives the wiper or
a rebalancing potentiometer in the proper direction
to balance the bridge, and at the same time posi-
tions an indicator pointer to show the quantity of
fuel remaining in the tank.
FIGURE 12-28. Indicator and probe of a capacitor type
fuel quantity system.
A simplified version of a tank unit is shown in
figure 12-29. The capacitance of a capacitor de-
pends on three factors: (1) The area of the plates,
(2) the distance between the plates, and (3) the
dielectric constant of the material between the
plates. The only variable factor in the tank unit is
FIGURE 12-29. Simplified capacitance-tank circuit.
A simplified capacitance bridge circuit is shown
in figure 12-30. The fuel tank capacitor and a fixed
reference capacitor are connected in series across a
transformer secondary winding. A voltmeter is con-
nected from the center of the transformer winding
to a point between the two capacitors. If the two
capacitances are equal, the voltage drop across them
will be equal, and the voltage between the center
tap and point P will be zero. As the fuel quantity
increases, the capacitance of the tank unit increases,
causing more current to flow in the tank unit leg of
the bridge circuit. This will cause a voltage to exist
across the voltmeter that is in phase with the volt-
age applied to the transformer. If the quantity of
fuel in the tank decreases, there will be a smaller
flow of current in the tank unit leg of the bridge.
I I I
Fuel tank
capacitor
the dielectric of the material between the plates. -
When the tank is full, the dielectric material is all II5 v.
1
fuel. Its dielectric constant is about 2.07 at 0 C., 400 HZ
P
compared to a ,dielectric constant of 1 for air. When
the tank is half full, there is air between the upper
half of the plates and fuel between the lower half.
Thus, the capacitor has less capacitance than it had
when the tank was full. When the tank is empty,
there is only air between the plates; consequently,
Reference capacitor
the capacitance is still less. Any change in fuel
quantity between full and empty will produce a
corresponding change in capacitance. FIGURE 12-30. Simplified capacitance bridge circuit.
486
The voltage across the voltmeter will now be out of
phase with the voltage applied to the transformer.
In an actual capacitor type fuel gage, the input to
a two-stage amplifier is connected in place of the
voltmeter. It amplifies the signal resulting from an
unbalance in the bridge circuit. The output of the
amplifier energizes a winding of the two-phase indi-
cator motor. The other motor winding, called the
line phase winding, is constantly energized by the
same voltage that is applied to the transformer in
the bridge circuit, but its phase is shifted 90 by a
series capacitor. As a result, the indicator motor is
phase sensitive; that is, it will operate in either
direction, depending on whether the tank unit
capacitance is increasing or decreasing.
As the tank unit capacitance increases or de-
creases because of a change in fuel quantity, it is
necessary to readjust the bridge circuit to a bal-
anced condition so the indicator motor will not
continue to change the position of the indicating
needle. This is accomplished by a balancing poten-
tiometer connected across one-half of the trans-
former secondary, as shown in figure 1231. The
115 v.
400 Hz
Empty calibrating
indicator motor drives this potentiometer wiper in
the direction necessary to maintain continuous bal-
ance in the bridge.
The circuit shown in figure 12-31 is a self-bal-
ancing bridge circuit. An empty calibrating po-
tentiometer and a full calibrating potentiometer
are connected acros portions of the transformer
secondary winding at opposite ends of the winding.
These potentiometers may be adjusted to balance
the bridge voltages over the entire empty-to-full
capacitance range of a specific system.
In some installations where the indicator shows
the contents of only one tank and where the tank is
fairly symmetrical, one unit is sufficient. However,
for increased accuracy in peculiarly shaped fuel
tanks, two or more units are connected in parallel
to minimize the effects of changes in aircraft atti-
tude and sloshing of fuel in the tanks.
ANGLE-OF-ATTACK INDICATOR
The angle-of-attack indicating system detects the
local angle of attack of the aircraft from a point on
the side of the fuselage and furnishes reference
potentiometer ~
/
r Shielded lead
-J
P
Unshielded lead
1 Amplifier 1
I
1-t
-
2f.L
I I
-
Amplifier output -
ti
- -
Tank unit
t
I
1
-
Scale calibrated il
I
Full calibrating potentiometer
L
FIGURE 1231. Self-balancing bridge circuit.
487
information for the control and actuation of other
units and systems in the aircraft. Signals are pro-
vided to operate an angle-of-attack indicator (figure
12-32), located on the instrument panel, where a
continuous visual indication of the local angel of
attack is displayed.
u
Dial adjustment screw
FIGURE 12-32. Angle-of-attack system. (A) Indicator
(B) Transmitter.
A typical angle-of-attack system provi,des electri-
cal signals for the operation of a rudder pedal
shaker, which warns the operator of an impending
stall when the aircraft is approaching the critical
stall angle of attack. Electrical switches are actuated
at the angle-of-attack indicator at various preset
angles of attack.
The angle-of-attack indicating system consists of
an airstream direction detector (transmitter)
(figure 12-32B), and an indicator located on the
instrument panel. The airstream direction detector
contains the sensing element which measures local
airflow direction relative to the true angle of attack
by determining the angular ,difference between local
airflow and the fuselage reference plane. The sen-
sing element operates in conjunction with a servo-
driven balanced bridge circuit which converts probe
positions into electrical signals.
The operation of the angle-of-attack indicating
system is based on detection of differential pressure
at a point where the airstream is flowing in a direc-
tion that is not parallel to the true angle of attack
of the aircraft. This differential pressure is caused
by changes in airflow around the probe unit. The
probe extends through the skin of the aircraft into
the airstream.
The exposed end of the probe contains two paral-
lel slots which detect the differential airflow pres-
sure (figure 12-33). Air from the slots is transmit-
ted through two separate air passages to- separate
compartments in a paddle chamber. Any differential
pressure, caused by misalignment of the probe with
respect to the direction of airflow, will cause the
paddles to rotate. The moving paddles will rotate
the probe, through mechanical linkage, until the
pressure differential is zero. This occurs when the
slots are symmetrical with the airstream direction.
Potentiometer
FIGURE 12-33. Airstream direction detector.
Two electrically separate potentiometer wipers,
rotating with the probe, provide signals for remote
indications. Probe position, or rotation, is con-
verted into an electrical signal by one of the poten-
tiometers which is the transmitter component of a
self-balancing bridge circuit. When the angle of
attack of the aircraft is changed and, subsequently,
the position of the transmitter potentiometer is al-
tered, an error voltage exists between the transmit-
ter potentiometer and the receiver potentiometer
the indicator. Current flows through a sensitive po-
larized relay to rotate a servomotor in the indicator.
The servomotor drives a receiver/potentiometer in
the direction required to reduce the voltage and
restore the circuit to an electrically balanced condi-
tion. The indicating pointer is attached to, and
moves with, the receiver/potentiometer wiper arm
to indicate on the dial the relative angle of attack.
TACHOMETERS
The tachometer indicator is an instrument for
indicating the speed of the crankshaft of a recipro-
cating engine and the speed of the main rotor as-
sembly of a gas turbine engine.
The dials of tachometer indicators used with re-
ciprocating engines are calibrated in r.p.m.; those
used with turbine engines are calibrated in percent-
age of r.p.m. being used, based on the takeoff r.p.m.
Figure 12-34 shows a typical ,dial for each of the
indicators just described.
488
(A)
(B)
Frcr RE 12-34. Tachometer. (A) Reciprocating engine type. (B) Turbine engine type.
Th ere are two types of tachometer systems in
wide use today: (1) The mechanical indicating sys-
tem, and (2) the electrical indicating system.
Mechanical Indicating Systems
Mechanical indicating systems consist of an indi-
cator connected to the engine by a flexible drive
shaft. The indicator contains a flyweight assembly
coupled to a gear mechanism that drives a pointer.
As the drive shaft rotates, centrifugal force acts on
the flyweights assembly and moves them to an angu-
lar position. This angular position varies with the
r.p.m. of the engine. Movement of the flyweights is
transmitted through the gear mechanism to the
pointer. The pointer rotates to indicate the r.p.m. of
the engine on the tachometer indicator.
Electric Indicating Systems
A number of different types and sizes of tachome-
ter generators and indicators are used in aircraft
electrical tachometer systems. Generally, the varous
types of tachometer indicators and generators oper-
ate on the same basic principle. Thus, the system
described will be representative of most electrical
tachometer systems; the manufacturers instructions
should always be consulted for details of a specific
tachometer system.
The typical tachometer system (figure 12-35) is
a three-phase a.c. generator coupled to the aircraft
engine, and connected electrically to an indicator
mounted on the instrument panel. These two units
are connected by a current-carrying cable. The gen-
erator transmits three-phase power to the synchron-
ous motor in the indicator. The frequency of the
transmitted power is proportional to the engine
speed. Through use of the magnetic drag principle,
the indicator furnishes an accurate indication of
engine speed.
Tachometer generators are small compact units,
generally availble in three types: (1) The pad, (2)
the swivel-nut, and (3) the screw type. These names
are derived from the kind of mounting used in
attaching the generator to the engine. The pad-type
tachometer generator (figure 12-36A) is con-
structed with an end shield designed to permit at-
tachment of the generator to a flat plate on the
engine frame, or accessory reduction gearbox, with
four bolts. The swivel-nut tachometer generator is
constructed with a mounting nut which is free to
turn in respect to the rest of the instrument. This
type of generator can be held stationary while the
mounting nut is screwed into place. The screw-type
tachometer generator (figure 12-36B) is con-
structed with a mounting nut inserted in one of the
generator end shields. The mounting nut is a rigid
ljart of the instrument, and the whole generator
must be turned to screw the nut onto its mating
threads.
The dual tachometer consists of ta;o tachometer
indicator units housed in a single case. The indica-
tor pointers show simultaneously on a single dial
the r.p.m. of two engines. Some tachometer indica-
tors are equipped with a flight-hour meter dial,
usually located in the lower center area of the dial
face, just below the pointer pivot.
489
Tachomker indicator
I,
Magnetic
hag CUP
1 ;il
&G$ c
Pointer Synchronous
motor
B
FIGURE 12-35.
A. Pad type B. Screw type
FICIJRE 12-36. Tachometer generators.
Dual tachometers are also placed in the same case
with a synchroscope for various purposes. One of
these is the helicopter tachometer with synchro-
scope. This instrument shows simultaneously the
speed of rotation of the engine crankshaft, the
speed of rotation of the rotor shaft, and the slip-
page of the rotor due to malfunctioning of the
clutch or excessive speed of the rotor when the
clutch is disengaged in flight. The speed of both the
rotor shaft and the engine shaft is indicated by a
regular dual tachometer, and the slippage is indi-
cated on a synchroscope (figure 1237).
Tachometer Maintenance
Tachometer indicators should be checked for
loose glass, chipped scale markings, or loose point-
ers. The difference in indications between readings
taken before and after lightly tapping the instru-
ment should not exceed approximately &15 r.p.m.
This value may vary, depending on the tolerance
established by the indicator manufacturer. Both
tachometer generator and indicator should be in-
spected for tightness of mechanical and electrical
connections, security of mounting, and general con-
dition. For detailed maintenance procedures, the
manufacturers instructions should always be con-
sulted.
Tachometer generator
z
-A
Schematic of a tachometer system.
When an engine equipped with an electric tach-
ometer is running at idle r.p.m. the tachometer indi-
cator pointers may fluctuate and read low. This is
an indication that the synchronous motor is not
synchronized with the generator output. As the en-
gine speed is increased the motor should synchro-
nize and register the r.p.m. correctly. The r.p.m. at
which synchronization occurs will vary with the
design of the tachometer system.
If the instrument pointers oscillate at speeds
above the synchronizing value, determine that the
total oscillation does not exceed the allowable toler-
ance. If the oscillation exceeds the tolerance, deter-
mine if it is the instrument or one of the other
components that is at fault.
Pointer oscillation can occur with a mechanical
indicating system if the flexible drive is permitted
to whip. The drive shaft should be secured at fre-
quent intervals to prevent it from whipping.
When installing mechanical type indicators, be
sure that the flexible drive has adequate clearance
FIGURE 12-37. Helicopter tachometer with synchroscope.
490
behind the panel. &ry bends necessary to route the
drive should not cause strain on the instrument
when it is secured to the panel. Avoid sharp bends
in the drive; an improperly installed drive can
cause the indicator to fail to read, or to read incor-
rectly.
SYNCHROSCOPE
The synchroscope is an instrument that indicates
whether two (or more) engines are synchronized;
that is, whether they are operating at the same
r.p.m. The instrument consists of a small electric
motor which receives electrical current from the
tachometer generators of both engines. The eyn-
chroscope is designed so that current from the fast-
er-running engine controls the direction in which
the synchroscope motor rotates.
If both engines are operating at exactly the same
speed, the synchroscope motor does not operate. If,
however, one engine is operating faster than the
other, its generator signal will cause the synchro-
scope motor to turn in a given direction. If the
speed of the other engine then becomes greater than
that of the first engine, the signal from its generator
will then cause the synchroscope motor to reverse
itself and turn in the opposite direction.
The motor of the synchroscope is connected by
means of a shaft to a double-ended pointer on the
dial of the instrument (figure 12-38). It is neces-
sary to designate one of the two engines a master
engine if the synchroscope indicators are to be use-
ful. The dial readings, with leftward rotation of the
pointer indicating slow and rightward motion in-
FIGURE 12-38. Synchroscope dial.
dicating fast, then refer to the operation of the
second engine in relation to the speed of the master
engine.
For aircraft with more than two engines, addi-
tional synchroscopes are used. One engine is desig
nated the master engine, and synchroscopes are
connected between its tachometer and those of each
of the other individual engines. On a complete in-
stallation of this kind, there will, of course, be one
less instrument than there are engines, since the
master engine is common to all the pairs.
One type of four-engine synchroscope is a special
instrument that is actually three individual synchro-
scopes in one case (figure 1239).
Rotor assembly
contact
I
BhlC.5
ring disc
FIGURE 12-39. Four-engine synchroscope.
The rotor of each is electrically connected to the
tachometer generator of the engine designated as
the master, while each stator is connected to one of
the other engine tachometers. There are three
hands, each indicating the relative speed of the
number two, three, or four engine, as shown in
figure 12-40.
The separate hands revolve clockwise when their
respective engine is running faster than the master
and counterclockwise when it is running slower.
Rotation of the hand begins as the speed difference
reaches about 350 r.p.m., and as the engines ap
preach synchronization the hand revolves at a ratio
proportional to the speed difference.
TEMPERATURE INDICATORS
Various temperature indications must be known
in order for an aircraft to be operated properly. It
is important that the temperature of the engine oil,
carburetor mixture, inlet air, free air, engine cylin-
ders, heater ducts, and exhaust gas temperature of
491
Tachometer
Tachometer
Generator Indicator
Generator Indicator
r
---
I
I
I
When 3-wire system is required
J connect c terminal of all units.
I-
------------I
I
I
I
Tachol meter
I
Generator Indicator
I I I
b--
I
I
-fit!!..*
I
Engine No. 1
@Q-----]
I
!
Engine No. 3
i
I
The C terminal is connected
I
by internal grounds,
I
I
Indicator Generator
I
Tachometer
Engine No. 4
FIGURE 12-40. Four-engine synchroscope schematic.
turbine engines be known. Many other temperatures
must also be known, but these are some of the more
important. Different types of thermometers are used
to collect and present this information.
Electrical Resistance Thermometer
Electrical resistance thermometers are used
widely in many types of aircraft to measure car-
buretor air, oil, and free air temperatures.
The principal parts of the electrical resistance
thermometer are the indicating instrument, the tem-
perature-sensitive element (or bulb), and the con-
necting wires and plug connectors.
Oil temperature thermometers of the electrical
resistance type have typical ranges of from -10 to
+120 C., or from -70 to +lSO C. Carburetor
air and mixture thermometers may have a range of
from -50 to +SO C., as do many free air ther-
mometers.
A typical electrical resistance thermometer is
shown in figure 12-41. Indicators are also available
492
FIGURE 12-41. Typical electrical resistance temperature
indicator.
in dual form for use in multi-engine aircraft. Most
indicators are self-compensated for changes in
cockpit temperature.
The electrical resistance thermometer operates on
the principle of the change in the electrical resist-
ance of most metals with changes in temperature. In
most cases, the electrical resistance of a metal in-
creases as the temperature rises. The resistance of
some metals increases more than the resistance of
others with a given rise in temperature. If a metallic
resistor with a high temperature-resistant coefficient
(a high rate of resistance rise for a given incresae
in temperature) is subjected to a temperature to be
measured, and a resistance indicator is connected to
it, all the requirements for an electrical thermometer
system are present.
The heat-sensitive resistor is the main element in
the bulb. It is manufactured so that it has a definite
resistance for each temperature value within its
working range. The temperature-sensitive resistor
element is a winding made of various alloys, such
as nickel/manganese wire, in suitable insulating ma-
terial. The resistor is protected by a closed-end
metal tube attached to a threaded plug with a hexa-
gon head (figure 1242). The two ends of the
winding are brazed or welded to an electrical recep-
tacle designed to receive the prongs of the connec-
tor plug.
FIGURE 12-42. Two types of resistance thermometer bulb
assemblies.
The electrical resistance indicator is a resistance-
measuring instrument. Its dial is calibrated in de-
grees of temperature instead of ohms and measures
temperature by using a modified form of the Wheat-
stone-bridge circuit.
The Wheatstone-bridge meter operates on the
principle of balancing one unknown resistor against
other known resistances. A simplified form of a
Wheatstone-bridge circuit is shown in figure 1243.
Heat-sensitive
FIGURE 12-43. Wheatstone-bridge meter circuit.
Three equal values of resistances (A, B, and C,
figure 12-43) are connected to a diamond-shaped
bridge circuit with a resistance of unknown value
0)).
The unknown resistance represents the resistance
of the temperature bulb of the electrical resistance
thermometer system.. A galvanometer calibrated to
read in degrees is attached across the circuit at
point X and Y.
When the temperature causes the resistance of the
bulb to equal that of the other resistances, no poten-
tial difference exists between points X and Y in the
circuit, and no current flows in the galvanometer
leg of the circuit. If the temperature of the bulb
changes, its resistance will also change, and the
bridge becomes unbalanced, causing current to flow
through the galvanometer in one direction or the
other.
The dial of the galvanometer is calibrated in
degrees of temperature, converting it to a tempera-
ture-measuring instrument. Most indicators are pro-
vided with a zero adjustment screw on the face of
the instrument to set the pointer at a balance point
(the position of the pointer when the bridge is
balanced and no current flows through the meter).
Thermocouple Thermometer Indicators
The cylinder temperature of most air-cooled re-
ciprocating aircraft engines is measured by a ther-
mometer which has its heat-sensitive element at-
tached to some point on one of the cylinders (nor-
mally the hottest cylinder). In the case of turbojet
engines, the exhaust temperature is measured by
attaching thermocouples to the tailcone.
A thermocouple is a circuit or connection of two
493
unlike metals; such a circuit has two junctions. If
one of the junctions is heated to a higher tempera-
ture than the other, an electromotive force is pro-
duced in the circuit. By including a galvanometer in
the circuit, this force can be measured. The hotter
the high-temperature junction (hot junction) be-
comes, the greater the electromotive force produced.
By calibrating the galvanometer dial in degrees it
becomes a thermometer.
A typical thermocouple thermometer system
(figure 124) used to indicate engine temperature
consists of a galvanometer indicator calibrated in
degrees of centigrade, a thermocouple, and thermo-
couple leads.
L Black / Connectors
Temperature to be mearured
1
FIGURE 12-44. Reciprocating engine cylinder head
temperature thermocouple system.
Thermocouple leads are commonly made from
iron and constantan, but copper and constantan or
chrome1 and alumel are other combinations of dis-
similar metals in use. Iron/constantan is used
mostly in radial engines, and chromel/alumel is
used in jet engines.
Thermocouple leads are designed to provide a
definite amount of resistance in the thermocouple
circuit. Thus, their length or cross-sectional size
cannot be altered unless some compensation is made
for the change in total resistance.
The hot junction of the thermocouple varies in
shape depending on its application. Two common
types are shown in figure 1245; they are the gas-
ket type and the bayonet type. In the gasket type,
two rings of dissimilar metals are pressed together
to form a spark plug gasket. Each lead that makes a
connection back to the galvanometer must be made
of the same metal as the part of the thermocouple to
which it is connected. For example, a copper wire is
connected to the copper ring and a constantan wire
is connected to the constantan ring. The bayonet
type thermocouple fits into a hole or well in the
cylinder head. Here again, the same metal is used in
the lead as in the part of the thermocouple tc which
it is connected.
KL IiIlcz@
Engine cylinder wall
(B)
FIGURE 12-45. Thermocouples: (A) Gasket type,
(B) Bayonet type.
The cylinder chosen for installing the thermocou-
ple is the one which runs the hottest under most
operating conditions. The location of this cylinder
varies with different engines.
The cold junction of the thermocouple circuit is
inside the instrument case.
Since the electromotive force set up in the circuit
varies with the difference in temperature between
the hot and cold junctions, it is necessary to
compensate the indicator mechanism for changes in
cockpit temperature which affect the cold junc-
tion. This is accomplished by using a bimetallic
spring connected to the indicator mechanism.
When the leads are disconnected from the indica-
tor, the temperature of the cockpit area around the
instrument panel can be read on the indicator dial.
This is because the bimetallic compensator spring
continues to function as a thermometer.
Figure 12-46 shows the dials of two thermocou-
ple temperature indicators.
GOS Temperature Indicating Systems
EGT (exhaust gas temperature) is a critical vari-
able of turbine engine operation. The EGT indicat-
ing system provides a visual temperature indication
in the cockpit of the turbine exhaust gases as they
leave the turbine unit. In certain turbine engines
the temperature of the exhaust gases is measured at
493
0
0
13 1
150
50
f 250 3
II
0 350
I:::
k OCJ
0
the entrance to the turbine unit. This is usually
referred to as a TIT (turbine inlet temperature)
indicating system. The principal disadvantages of
this method are that the number of thermocouples
required become greater and the environmental tem-
peratures in which they must operate are increased.
A gas temperature thermocouple is mounted in a
ceramic insulator and encased in a metal sheath;
the assembly forms a probe which projects into the
exhaust gas stream. The thermocouple is made from
chrome1 (a nickel/chromium alloy) and alumel (a
nickel/aluminum alloy). The hot junction protrudes
into a space inside the sheath. The sheath has trans-
fer holes in the end of it which allow the exhaust
gases to flow across the hot junction.
Several thermocouples are used and are spaced at
intervals around the perimeter of the engine turbine
casing or exhaust duct. The thermocouples measure
engine EGT in millivolts, and this voltage is applied
to the amplifier in the cockpit indicator, where it is
amplified and used to energize the servomotor
which drives the indicator pointer.
A typical EGT thermocouple system is shown in
figure 1247.
The EGT indicator shown is a hermetically sealed
unit and has provisions for a mating -electrical
connector plug. The instruments scale ranges from
0 C. to 1,200 C., with a vernier dial in the upper
right-hand corner. A power ofI warning flag is
located in the lower portion of the dial.
The TIT indicating system provides a visual indi-
cation at the instrument panel of the temperature of
gases entering the turbine. On one type of turbine
aircraft the temperature of each engine turbine inlet
is measured by 18 dual-unit thermocouples installed
in the turbine inlet casing. One set of these thermo-
couples is paralleled to transmit signals to the
cockpit indicator. The other set of paralleled ther-
mocouples provides temperature signals to the tem-
perature datum control. Each circuit is electrically
independent, providing dual system reliability.
The thermocouple assemblies are installed on
pads around the turbine inlet case. Each thermocou-
ple incorporates two electrically independent junc-
tions within a sampling probe. The average voltage
of the thermocouples at the thermocouple terminal
blocks represents the TIT.
A schematic for the turbine inlet temperature sys-
tem for one engine of a four-engine turbine aircraft
is shown in figure 12-48. Circuits for the other
three engines are identical to this system. The indi-
cator contains a bridge circuit, a chopper circuit, a
two-phase motor to drive the pointer, and a feed-
back potentiometer. Also included are a voltage ref-
erence circuit, an amplifier, a power off flag, a
power supply, and an over-temperature warning
light. Output of the amplifier energizes the variable
field of the two-phase motor which positions the
indicator main pointer and a digital indicator. The
motor also drives the feedback potentiometer to pro-
FIGURE 12-M. Two types of thermocouple temperature indicators.
495
/
Turbine outlet circuit breaker
115 v.a.c. bus
Chrome1
Alum.4
Dual thermocouple
7
FIGURE 12-47. Typical exhaust gas temperature thermocouple system.
r
_-------------
1
I
I
I
I
I
I
I
r----l
Overtemp
L
B-
1
I
I
4-L
I
I
I
I
I
I
I
I
I
I
;flA
1 warning light
I
Eng. No. 1
FIGURE 124. Turbine inlet temperature indicating system.
496
vide a huming signal to stop the drive motor when
the correct pointer position, relative to the tempera-
ture signal, has been reached. The voltage reference
circuit provides a closely regulated reference volt-
age in the bridge circuit to preclude error from
input voltage variation to the indicator power sup-
Ply-
The overtemperature warning light in the indica-
tor illuminates when the TIT reaches a predeter-
mined limit. An external test switch is usually in-
stalled so that overtemperature warning lights for
all the engines can be tested at the same time. When
the test switch is operated, an over-temperature sig
nal is simulated in each indicator temperature con
trol bridge circuit.
RATIOMETER ELECTRICAL RESISTANCE THER-
MOMETER
The basic Wheatstone-bridge, temperature-indi-
cating system provides accurate indications when
the pointer is at the balance point on the Lrdicator
dial. As the pointer moves away from the balance
point, the Wheatstone-bridge indicator is increas-
ingly affected by supply voltage variations. Greater
accuracy can be obtained by inserting one of sev-
eral types of automatic line voltage compensating
circuits into the circuit. Some of these voltage regu-
lators employ the filament resistance of lamps to
achieve a more uniform supply voltage. The resist-
ance of the lamp filaments helps regulate the voltage
applied to the Wheatstone-bridge circuit since the
filament resistance changes in step with supply volt-
age variation.
The ratiometer is a more sophisticated arrange-
ment for obtaining greater accuracy in resistance-
bulb indicators. The ratiometer measures the ratio
of currents, using an adaptation of the basic Wheat-
stone-bridge with ratio circuitry for increased sensi-
tivity.
A schematic of a ratiometer temperature circuit is
shown in figure 1249. The circuit contains two
parallel branches, one with a fixed resistance in
series with coil A, and the other a built-in resistance
in series with coil B. The two coils are wound on a
rotor pivoted in the center of the magnet air gap.
The permanent magnet is arranged to provide a
larger air gap between the magnet and the coils at
the bottom than at the top. This produces a flux
density that is progressively stronger from the bot-
tom of the air gap to the top.
The direction of the current through each coil in
respect to the polarity of the permanent magnet
FIGURE 12-49. Ratiometer temperature-meascring system
schematic.
causes the coil with the greater current flow to react
in the weaker magnetic field. If the resistance of the
temperature bulb is equal to the value of the fixed
resistance, and equal values of current are flowing
through the coils, the torque on the coils will be the
same and the indicator points will be in the vertical
(zero) position.
If the bulb temperature increases, its resistance
will also increase, causing the current through the
coil B circuit branch to decrease. Consequently, the
torque on coil B decreases and coil A pushes down-
ward into a weaker magnetic field; coil A, with its
weaker current flow, moves into a stronger mag-
netic field. The torques on the coils still balance
since the product of current times flux remains the
same for both coils, but the pointer has moved to a
new position on the calibrated scale. Just the oppo-
site of this action would take place if the tempera-
ture of the heat-sensitive bulb should decrease.
Ratiometer temperature-measuring systems are
used to measure engine oil, outside air, and car-
buretor air temperatures in many types of aircraft.
They are especially in demand to measure tempera-
ture conditions where accuracy is important or
large variations of supply voltages are encountered.
FUEL FLOWMETER SYSTEMS
Fuel flowmeter systems are used to indicate fuel
usage. They are most commonly installed on large
multi-engine aircraft, but they may be found on any
type of aircraft if fuel economy is an important
factor.
A typical flowmeter system for a reciprocating
engine consists of a flowmeter transmitter and an
indicator. The transmitter is usually connected into
497
the fuel line leading from the carburetor outlet to
the fuel feed valve or discharge nozzle. The indica-
tor is normally mounted in the instrument panel.
A cross sectional view of a typical transmitter
fuel chamber is shown in figure 12-50. Fuel enter-
ing the inlet side of the fuel chamber is directed
against the metering vane, causing the vane to
swing on its shaft within the chamber. As the vane
is moved from a closed position by the pressure of
the fuel flow, the clearance between the vane and
the fuel chamber wall becomes increasingly larger.
Figure 12-51 shows an exploded view of a fuel
flowmeter system. Note that the metering vane
moves against the opposing force of a hairspring.
When the force created by a given fuel flow is
Relief valve
\
Fuel inlet
FICUAE E-50. Flowmeter fuel chamber.
Fuel flow
balanced by spring tension, the vane becomes sta-
tionary. The vane is connected magnetically to the
rotor of a transmitter, which generates electrical
signals to position the cockpit indicator. The dis-
tance the metering vane moves is proportional to,
and a measure of, the rate of fuel flow.
The damper vane of the transmitter cushions fluc-
tuations caused by air bubbles. The relief valve
bypasses fuel to the chamber outlet when the flow
of fuel is greater than chamber capacity.
A simplified schematic of a vane-type flowmeter
system (figure 12-52) shows the metering vane con-
nected to the flowmeter transmitter and the rotor
and stator of the indicator connected to a common
power source with the transmitter.
The dial of a fuel-flow indicator is shown in
figure 1253. Some fuel-flow indicators are cali-
brated in gallons per hour, but most of them indi-
cate the measurement of fuel flow in pounds.
The fuel flowmeter system used with turbine en-
gine aircraft is usually a more complex system than
that used in reciprocating engine aircraft.
( lndicntor ) (Trmmitter )
FIGURE 1241. Fuel flowmeter system.
Indicator
FIGURE 12-52. Schematic of vane-type flowmeter system.
498
FUEL FLOW
LBS PER HR X 100
FIGURE 12-53. Typical fuel-flow indicator.
In the system shown schematically in figure
12-54, two cylinders, an impeller, and a turbine are
mounted in the main fuel line leading to the engine.
The impeller is driven at a constant speed by a
special three-phase motor. The impeller imparts an
angular momentum to the fuel, causing the turbine
to rotate until the calibrated restraining spring
force balances the force due to the angular momen-
tum of the fuel. The deflection of the turbine posi-
tions the permanent magnet in the position trans-
mitter to a position corresponding to the fuel flow
in the line. This turbine position is transmitted elec-
trically to the indicator in the cockpit.
GYROSCOPIC INSTRUMENTS
Three of the most common flight instruments, the
attitude indicator, heading indicator, and the turn
needle of the turn-and-bank indicator, are con-
trolled by gyroscopes. To understand how these in-
struments operate requires a knowledge of gyros-
topic principles, instrument power systems, and the
operating principles of each instrument.
A gyroscope is a wheel or disk mounted to spin
rapidly about an axis, and is also free to rotate
about one or both of two axes perpendicular to
Second
harmonic
transmitter
r - -.
I
I-LA
t3
s
restraining
springs
Fluid passage Fluid passage
7, - -
IE A B
c Dl
4 ffyq 115 v.a.c.
EA B
C d
Indicator
W
1 Impeller
t motor
I
IABCI
Power supply
v.d.c.
k?GURE 12-54. Schematic of a large turbine engine flowmeter system
499
each other and to the axis of spin. A spinning
gyroscope offers resistance to any force which tends
to change the direction of the axis of spin.
A rotor and axle are the heart of a basic gyro (A
of figure 12-55); a supporting ring with bearings
on which the rotor and its axle can revolve are
added to the basic unit (B of figure 12-55) ; and
an outer ring with bearings at 90 to the rotor
bearings has been added (C of figure 12-55). The
inner ring with its rotor and axle can turn through
360 inside this outer ring.
A gyro at rest is shown in six different positions
(figure 12-56) to demonstrate that unless the rotor
is spinning a gyro has no unusual properties; it is
simply a wheel universally mounted.
When the rotor is rotated at a high speed, the
gyro exhibits one of its two gyroscopic characteris-
tics. It acquires a high degree of rigidity, and its
axle points in the same direction no matter how
much its base is turned about (figure 12-57).
A
B C
FIGURE 12-55. Basic gyroscope.
Gyrocsopic rigidity depends upon several design
factors:
(1)
(2)
(3)
(4)
Weight. For a given size, a heavy mass
is more resistant to disturbing forces than
a light mass.
Angular velocity. The higher the rota-
tional speed, the greater the rigidity or
resistance to deflection.
Radius at which the weight is concen-
trated. Maximum effect is obtained from
a mass when its principal weight is con-
centrated near the rim rotating at high
speed.
Bearing friction. Any friction applies a
deflecting force to a gyro. Minimum
bearing friction keeps deflecting forces at
a minimum.
A second gyroscopic characteristic, precession, is
illustrated in figure 12-58A by applying a force or
pressure to the gyro about the horizontal axis. The
applied force is resisted, and the gyro, instead of
turning about its horizontal axis, turns or pre-
cases about its vertical axis in the direction indi-
cated by the letter P. In a similar manner, if pres-
sure is applied to the vertical axis, the gyro will
precess about its horizontal axis in the direction
shown by the arrow P in figure 12-58B.
FIGURE 12-56. A gyro at rest.
FIGURE 12-57. Gyroscope inertia.
B
FIGURE 12-58. Gyrosocopic precession.
Two types of mountings are used, depending
upon how the gyroscopic properties are to be used
in the operation of an instrument. A freely or uni-
versally mounted gyro is set on three gimbals
(rings), with the gyro free to rotate in any plane.
Regardless of the position of the gyro base, the
gyro tends to remain rigid in space. In the attitude
indicator the horizon bar is gyro-controlled to re-
main parallel to the natural horizon, and than
&
es in
position of the aircraft are shown pictorially on the
indicator.
500
r---a-
The semirigid, or restricted, mounting employs
two gimbals, limiting the rotor to two planes of
rotation. In the turn-and-bank indicator, the semiri-
gid mounting provides controlled precession of the
rotor, and the precessing force exerted on the gyro
by the turning aircraft causea the turn needle to
indicate a turn.
SOURCES OF POWER K)R GYRO OPERATlON
The gyroscopic instruments can be operated ei-
ther by a vacuum system or an electrical power
source. In some aircraft, all the gyros are either
vacuum or electrically motivated; in others, vacuum
(suction) systems provide the power for the atti-
tude and heading indicators, while the electrical
system drives the gyro for operation of the turn
needle. Either alternating or direct current is used
to power the gyroscopic instruments.
Vacuum System
The vacuum system spins the gyro by sucking a
stream of air against the ,rotor vanes to turn the
rotor at high speed, essentially as a water wheel or
turbine operates. Air at atmospheric pressure drawn
through a filter or filters drives the rotor vanes, and
is sucked from the instrument case through a line to
the vauuum source and vented to the atmosphere.
Either a venturi or a vacuum pump can be used to
provide the vacuum required to spin the rotors of
the gyro instruments.
The vacuum value required for instrument opera-
tion is usually between 31/z in. to 41/z in. Hg and is
usually adjusted by a vacuum relief valve located in
the supply line. The turn-and-bank indicators used
in some installations require a lower vacuum sel-
ting. This is obtained using an additional regulat-
ing valve in the individual instrument supply line.
Venturi-lube Systems
The advantages of the venturi as a suction source
are its relatively low cost and simplicity of installa-
tion and operation. A light, single-engine aircraft
can be equipped with a 2-in. venturi (2 in. Hg
vacuum capacity) to operate the turn needle. With
an additional 8-in. venturi, power is available for
the attitude and heading indicators. A venturi
vacuum system is shown in figure 12-59.
The line from the gyro (figure 12-59) is con-
nected to the throat of the venturi mounted on the
exterior of the aircraft fuselage. Throughout the
normal operating airspeed range the velocity of the
aJJ Turn-and-bank indicator
\\ Pressure gage
FIGURE 12-59. Venturi vacuum system.
ude indicator
Heading indicator
501
system are the same.
-
AiJoil separator
Vacuum
Air
filter
PumP
I II
suction Pressure Gate
Selector
valve
k I .
1 1 relief valve relief valve chtck valve
II-
~&~~~~~~,, T;g::
The principal disadvantage of the pump-driven
vacuum system relates to erratic operation in high-
altitude flying. Apart from routine maintenance
of the filters and plumbing, which are absent in
the electric gyro, the engine-driven pump is as
effective a source of power for light aircraft as the
electrical system.
Typical Pump-Driven Vacuum System
Figure 12-61 shows the components of a vacuum
system with a pump capacity of approximately 10
Hg at engine speeds above 1000 rpm. Pump ca-
pacity and pump size vary in different aircraft,
depending on the number of gyros to be operated.
Shaft
/ t
-- --
k
C&W
l-r --
I Id ,Ic
Heading
indicator
I -
air through the venturi creates sufficient suction to
spin the gyro.
The limitations of the venturi system should be
evident from the illustration in figure 12-59. The
venturi is designed to produce the desired vacuum
at approximately 100 m.p.h. under standard sea-
level conditions. Wide variations in airspeed or air
density, or restriction to airflow by ice accretion,
will affect the pressure at the venturi throat and
thus the vacuum driving the gyro rotor. And, since
the rotor does not reach normal operating speed
until after takeoff, preflight operational checks of
venturi-powered gyro instruments cannot be made.
For this reason the system is adequate only for
light-aircraft instrument training and limited flying
under instrument weather conditions. Aircraft flown
throughout a wider range of speed, altitude, and
weather conditions require a more effective source
of power independent of airspeed and less suscepti-
ble to adverse atmospheric conditions.
Engine-Driven Vacuum Pump
The vane-type engine-driven pump is the most
common source of vacuum for gyros installed in
general aviation light aircraft. One type of engine-
driven pump is mounted on the accessory drive
shaft of the engine, and is connected to the engine
lubrication system to seal, cool, and lubricate the
pump.
Another commonly used source of vacuum is the
dry vacuum pump, also engine-driven. The pump
operates without lubrication, and the installation
requires no lines to the engine oil supply, and no
air-oil separator or gate check valve. In other
respects, the dry pump system and oil lubricated FIGURE 12-60. Cutaway view of a vane-type engin
driven vacuum pump.
FIGURE 12-61. Typical pump-driven vacuum system.
502
Air-Oil Separator.-Oil and air in the vacuum
pump are exhausted through the separator, which
separates the oil from the air; the air is vented
outboard, and the oil is returned to the engine
sump.
Suction Relief Valve.-Since the system capacity
is more than is needed for operation of the instru-
ments, the adjustable suction relief valve is set for
the vacuum desired for the instruments. Excess
suction in the instrument lines is reduced when the
spring-loaded valve opens to atmospheric pressure.
(See fig. 12-62.)
Pressure Relief Valve.-Since a reverse flow of
air from the pump would close both the gate check
valve and the suction relief valve, the resulting
pressure could rupture the lines. The pressure re-
lief valve vents positive pressure into the at-
mosphere.
Gate Check Valve.-The gate check valve pre-
vents possible damage to the instruments by engine
back-fire, which would reverse the flow of air and
oil from the pump. (See fig. 12-63.)
Selector Valve.-In twin-engine aircraft having
vacuum pumps driven by both engines, the alter-
nate pump can be selected to provide vacuum in
the event of either engine or pump failure, with a
check valve incorporated to seal off the failed
pump.
Restrictor Valve.--Since the turn needle oper-
ates on less vacuum than that required for other
gyro instruments, the vacuum in the main line
must be reduced. This valve is either a needle
valve adjusted to reduce the vacuum from the
main line by approximately one-half, or a spring
loaded regulating valve that maintains a constant
vacuum for the turn indicator, unless the main line
vacuum falls below a minimum value.
Air Filter.-The master air filter screens foreign
matter from the air flowing through all the gyro
instruments, which are also provided with indi-
vidual filters. Clogging of the master filter will
reduce airflow and cause a lower reading on the
suction gage. In aircraft having no master filter
installed, each instrument has its own filter. With
an individual filter system, clogging of a filter will
not necessarily show on the suction gage.
Suction Gnge.-The suction gage is a pressure
gage, indicating the difference in inches of mercury,
between the pressure inside the system and at-
mospheric or cockpit pressure. The desired
vacuum, and the minimum and maximum limits,
vary with gyro design. If the desired vacuum for
the attitude and heading indicators is 5 and the
minimum in 4.6, a reading below the latter value
indicates that the airflow is not spinning the gyros
fast enough for reliable operation. In many air-
craft, the system provides a suction gage selector
valve, permittin g the pilot to check the vacuum at
several points in the system.
Suction
Suction pressures discussed in conjunction with
the operation of vacuum systems are actually minus
or negative pressures (below sea level). For ex-
ample, if sea level equals 17.5 p.s.i. then 1 Hg
(1 inch mercury) or 1 p.s.i. vacuum is equal to
-1 p.s.i. negative pressure or 16.5 positive pres-
sure. Likewise 3 Hg= -3 p.s.i. negative pres-
sure or +14.5 positive pressure.
Of course, for every action there is an equal and
opposite reaction. Therefore when the vacuum
pump develops a vacuum (negative pressure) it
must also create pressure (positive). This pres-
sure (compressed air) is sometimes utilized to
operate pressure instruments, deicer boots and in-
flatable seals.
FIGURE 12-62. Vacuum regulator valve.
FIGURE 12-63. Gate check valva
503
Typical System Operation
The schematic of a vacuum system for a twin-en-
gine aircraft is shown in figure 12-a. This vacuum
system consists of the following components; two
engine-driven pumps, two vacuum relief valves, two
flapper-type check valves, a vacuum manifold, a
vacuum restrictor for each turn-and-bank indicator,
an engine four-way selector valve, one vacuum
gage, and a turn-and-bank selector valve.
The left and right engine-driven vacuum pumps
and their associated lines and components are iso-
lated from each other, and act as two independent
vacuum systems. The vacuum lines are routed from
each vacuum pump through a vacuum relief valve
and through a check valve to the vacuum four-way
selector valve.
From the engine four-way selector valve, which
permits operation of the left or right engine vacuum
system, the lines are routed to a vacuum manifold.
From the manifold, flexible hose connects the vac-
uum-operated instruments into the system. From the
instrument, lines routed to the vacuum gage pass
through a turn-and-bank selector valve. This valve
has three positions: main, left T&B, and right
T&B. In the main position the vacuum gage indi-
cates the vacuum in the lines of the artificial hori-
zon and directional gyros. In the other positions,
the lower value of vacuum for the turn-and-bank
indicators can be read.
VACUUM-DRIVEN Al-MUDE GYROS
In a typical vacuum-driven attitude gyro system,
air is sucked through the filter, then through pas-
turn
Pilots tum-and-bank
Copilots artificial horizon
Pilots artificial horizon
Check valvr
FIGURE 12-M Vacuum system for a multi-engine aircraft.
-
Exhaust air equal
in all directions.
Gyro erect.
from port A.
Precessing force at port A erects gyro,
exhaust air again equal at all ports.
FICLIRE 12-65. Erecting mechanism of a vacuum-driven attitude indicator.
sages in the rear pivot and inner gimbal ring, then
into the housing where it is directed against the
rotor vanes through two openings on opposite sides
of the rotor. The air then passes through four
equally spaced ports in the lower part of the rotor
housing and is sucked out into the vacuum pump or
venturi (figure 12-65).
The chamber containing the ports is the erecting
device that returns the spin axis to its vertical align-
ment whenever a precessing force, such as bearing
friction, displaces the rotor from its horizontal
plane. Four exhaust ports are each half-covered by
a pendulous vane, which allows discharge of equal
volumes of air through each port when the rotor is
properly erected. Any tilting of the rotor disturbs
the total balance of the pendulous vanes, tending to
close one vane of an opposite pair while the oppo-
site vane opens a corresponding amount. The in-
crease in air volume through the opening port ex-
erts a precessing force on the rotor housing to erect
the gyro, and the pendulous vanes return to a bal-
anced condition (figure 12-66).
The limits of the attitude indicator specified in
the manufacturers instructions refer to the maxi-
mum rotation of the gimbals beyond which the gyro
will tumble. The bank limits of a typical vacuum-
driven attitude indicator are from approximately
100 to llO, and the pitch limits vary from ap
proximately 60 to 70, depending on the design of
a specific unit. If, for example, the pitch limits are
60 with the gyro normally erected, the rotor will
tumble when the aircraft climb or dive angle ex-
ceeds 60. As the rotor gimbal hits the stops, the
505
FIGURE 12-66. Action of pendulous vanes.
rotor precesses abruptly, causing excessive friction
and wear on the gimbals. The rotor will normally
precess back to the horizontal plane at a rate of
approximately 8 per min.
Many gyros include a caging device, used to
erect the rotor to its normal operating position
prior to fight or after tumbling, and a flag to indi-
cate that the gyro must be uncaged before use.
Turning the caging knob prevents rotation of the
gimbals and locks the rotor spin axis in its vertical
position.
PRESSURE-OPERATED GYROS
The availability of pressure pumps on which no
lubrication is necessary makes pressure-operated
gyro systems feasible. In such installations, air is
pushed under pressure through gyro instruments,
rather than being sucked through the system. Posi-
tive-pressure pumps are more efficient than vacuum
pumps, especially at higher altitudes.
VACUUM SYSTEM MAINTENANCE PRACTICES
Errors in the indications presented on the atti-
tude indicator will result from any factor that pre-
vents the vacuum system from operating within the
design suction limits, or from any force that die-
turbs the free rotation of the gyro at design speed.
These include poorly balanced components, clogged
filters, improperly adjusted valves and pump mal-
function. Such errors can be minimized by proper
installation, inspection, and maintenance practices.
Other errors, inherent in the construction of the
instrument, are caused by friction and worn parts.
These errors, resulting in erratic precession and
failure of the instrument to maintain accurate indi-
cations, increase with the service life of the instru-
ment.
For the aviation mechanic the prevention or
correction of vacuum system malfunctions usually
consists of cleaning or replacing filters, checking
Possible Cause Isolation Procedure
(1) No Vacuum Pressure or InsuJjicient Pressure
Defective vacuum gage. On multi-engine aircraft check
opposite engine system on the gage.
Vacuum relief valve incorrectly Change valve adjustment.
adjusted.
Vacuum relief valve installed Visually inspect.
backwards.
Broken line. Visually inspect.
Lines crossed. Visually inspect.
Obstruction in vacuum line. Check for collapsed line.
Vacuum pump failure.
Vacuum regulator valve in-
correctly adjusted.
Vacuum relief valve dirty.
(2) lhcessiue Vacuum
Remove and inspect.
Make valve adjustment and note
pressure.
Clean and adjust relief valve.
Relief valve improperly adjusted. ______-_______-___-_--------
Inaccurate vacuum gage. Check calibration of gage.
(3) Gyro Horizon Bar Fails to Respond
Instrument caged. Visually inspect.
Instrument filter dirty. Check filter.
Insufficient vacuum. Check vacuum setting.
Instrument assembly worn or dirty. __________________----------
(4) Turn-and-Bank Indicator Fails to Respond
No vacuum supplied to in- Check lines and vacuum system.
strument.
Instrument filter clogged.
Defective instrument.
(6) Turn-and-Bank Pointer Vibrates
Defective instrument.
Visually inspect.
Test with properly functioning
instrument.
Test with properly functioning
instrument
Correction
Replace faulty vacuum gage.
Make final adjustment to proper
setting of valve.
Install properly.
Replace line.
Install lines properly.
Clean and test line. Replace defective
part (9).
Replace faulty pump.
Adjust to proper pressure.
Replace valve if adjustment fails.
Adjust relief valve to proper setting.
Replace faulty gage.
Uncage instrument.
Replace or clean as necessary.
Adjust relief valve to proper setting.
Replace instrument.
Clean or replace lines and replace
components of vacuum system as
necessary.
Replace filter.
Replace faulty instrument.
Replace defective instrument.
FIGURE 12-67. Vacuum system troubleshooting.
506
and correcting for insufficient vacuum, or removing
and replacing the instruments. A list of the most
common malfunctions, together with their correc-
tion, is included in figure 12-67.
ELECTRIC ATTITUDE INDICATOR
In the past, suction-driven gyros have been fa-
vored over the electric type for light aircraft be-
cause of their comparative simplicity and lower
cost. However, the increasing importance of the at-
titude indicator has stimulated development of im-
proved electric-driven gyros suited for light plane
installation. Improvements relating to basic gyro
design factors, easier readability, erection charac-
teristics, reduction of induced errors, and instru-
ment limitations are reflected in several available
types. Depending upon the particular design im-
provements, the details for the instrument display
and cockpit controls will vary among different in-
struments. All of them present, to a varying degree,
the essential pitch-and-bank information for attitude
reference.
The typical attitude indicator, or gyro horizon as
it is sometimes referred to, has a vertical-seeking
gyro, the axis of rotation tending to point toward
the center of the earth. The gyro is linked with a
horizon bar and stabilizes a kidney-shaped sphere
having pitch attitude markings. The sphere, horizon
bar, and bank index pointer move with changes of
aircraft attitude. Combined readings of these pres-
entations give a continuous pictorial presentation of
the aircraft attitude in pitch and roll with respect to
the earths surface.
The gyroscope motor is driven by 115 v., 400 HZ
alternating current. The gyro, turning at approxi-
mately 21,000 r.p.m., is supported by the yoke and
pivot assembly (gimbals). Attached to the yoke and
pivot assembly is the horizon bar, which moves up
and down through an arc of approximately 27.
The kidney-shaped sphere provides a background
for the horizon bar and has the words climb and
dive and a bullseye painted on it. Climb and dive
represent about 60 of pitch. Attached to the yoke
and pivot assembly is the bank index pointer, which
is free to rotate 360. The dial face of the attitude
indicator is marked with O, lo, 20, 30, and
60 of bank, and is used with the bank index
pointer to indicate the degree of bank left or right.
The face of one type of gyro-horizon is shown in
figure 12-68.
The function of the erection mechanism is to keep
the gyro axis vertical to the surface of the earth. A
magnet attached to the top of the gyro shaft spins
at approximately 21,000 r.p.m. Around this magnet,
but not attached, is a sleeve that is rotated by
magnetic attraction at approximately 44 to 48 r.p.m.
As illustrated in figure 12-69, the steel balls are
free to move around the sleeve. If the pull of grav-
ity is not aligned with the axis of the gyro, the balls
will fall to the low side. The resulting precession
re-aligns the axis of rotation vertically.
The gyro can be caged manually by a lever and
cam mechanism to provide rapid erection. When the
instrument is not getting sufficient power for nor-
mal operation, an 0tY flag appears in the upper
right-hand face of the instrument.
- Gyro stabilized horizon bar
- Power failure warning flag
Vertical index
\ /
, Bank index
Bezel
mask
Trim knob
Caging/knob
FIGURE 12-68. Gyro-horizon indicator.
Magnetic Compass
The magnetic compass is a simple, self-contained
instrument which operates on the principle of mag
netic attraction.
If a bar magnet is mounted on a pivot to be free
to rotate in a horizontal plane, it will assume a
position with one of its ends pointing toward the
earths north magnetic pole. This end of the magnet
is called the north-seeking end of the magnet.
507
Erection
Magnet
mechanism
I
\J
I
1
$4-48 r.p.m.
Caging mechanism
FKXRE 12-69. Erecting and ragin:: merhanisms of an electric attitude indicator.
The magnetic compass consists of 2 liquid-filled
bowl containing a pivoted float element to which
one or more bar magnets, called needles, are fas-
tened. The liquid in the bowl dampens the oscilla-
tions of the float and decreases the friction of the
pivot. A diaphragm and vent provide for expansion
and contraction of the liquid as altitude and/or
temperatures change.
If more than one magnet is used in a compass,
the magnets are mounted parallel to each other,
with like poles pointing in the same direction. The
element on which the magnets are mounted is so
suspended that the magnets are free to align them-
selves with the earths north and south magnetic
poles.
A compass card, usually graduated in 5 incre-
ments, is attached to the float element of the com-
pass. A fixed reference marker, called a lubber line,
is attached to the compass bowl. The lubber line
and the graduations on the card are visible through
a glass window. The magnetic heading of the air-
craft is read by noting the graduation on which the
lubber line falls. The two views of a magnetic com-
pass in figure 12-70 show the face and the internal
components of a magnetic compass.
A compensating device containing small perma-
nent magnets is incorporated in the compass to
correct for deviations of the compass which result
from the magnetic influences of the aircraft struc-
ture and electrical system. Two screws on the face
of the instrument are used to move the magnets and
thus counterbalance the local magnetic influences
acting on the main compass magnets. The two set-
screws are labelled N-S and E-W.
Magnetic variation is the angular difference in
degrees between the geographic north pole and the
magnetic north pole. This variation is caused by the
earths magnetic field, which is constantly changing.
Since variation differs according to geographic lo-
cation, its effect on the compass cannot be removed
by any type of compensation. Variation is called
west variation when the earths magnetic field
draws the compass needle to the left of the geo-
graphic north pole and east variation when the
needle is drawn to the right of the geographic north
pole.
The compass needle is affected not only by the
earths magnetic field, but also by the magnetic
fields generated when aircraft electrical equipment
is operated, and by metal components in the air-
craft. These magnetic disturbances within the air-
craft, called deviation, deflect the compass needle
from alignment with magnetic north.
To reduce this deviation, each compass in an
aircraft is Checked and compensated periodically by
adjustment of the N-S and LW magnets. The er-
rors remaining after swinging the compass are
recorded on a compass correction card mounted
near the compass.
Filler plug
\
Magnetic compensator
Tbly Spring suspension
chamber m
Liquid
Siphon
expansion
chamber
Pivot
assembly
FIGURE 12-70. Magnetic compass.
The swinging (calibration) of a compass can
be accomplished in flight or on the ground. Ground
swinging of a compass is usually done with the
aircraft at rest on a compass rose. A compass
rose (figure 12-71) is a circle laid out or painted
on a level surface and graduated in degrees. The
directions marked on the compass rose are magnetic
directions, although true north is also marked on
some compass roses.
equipment replacement, modification or relocation
might cause compass deviation.
An example of compass compensation is outlined
in the following paragraphs. These procedures are
general in nature and do not have specific applica-
tion.
(1) The compensator should be set either to
zero or in a position where it has no
effect on the main compass magnets.
Compass compensation procedures vary, depend-
ing on the type of aircraft. Requirements are often
set up on a flight-hour and calendar basis. Most
facilities perform compass checks anytime that
(2) The aircraft is placed -directly-on a south
magnetic heading on the compass rose.
The tail of tailwheel aircraft should be
raised to level-flying position.
3AO
_ 330 30
f-l
300
60
- 870 90 -
\ /
(3) Note the compass reading and record it.
The deviation is the algebraic difference
between the magnetic heading and the
compass reading.
EXAMPLE :
On the south (180) heading, the compass
reading is 175.5. This would be recorded
as a deviation of +4.5 (180 - 175.5
= 4.5). If the compass reading is too
low, the deviation is plus; if the reading
is too high, the deviation is minus.
(4) Align the aircraft on a magnetic north
heading. Record the compass reading and
FIGURE 12-71. Typical compass rose.
deviation (4.5).
509
(5) The coefficient of north-south deviation is
determined by subtracting, algebraically,
the south deviation from the north devia-
tion and dividing the remainder by 2:
Coefficient =
(-6.5) - (4.5)
2
(6)
(7)
(8)
- 11
=-
2
=-
5.5O
The coefficient of north-south deviation,
which is the average of the deviation on
the two headings, is -5.5. The north-
south compensator is adjusted by this
amount, and the reading on the north
heading will now be 001. This adjust-
ment also corrects the south deviation by
the same amount, so that on a south head-
ing the compass will now read 181.
Align the aircraft on a magnetic west
(270) heading on the compass rose.
Record the compass reading and compute
the deviation. Suppose the compass reads
276, a deviation of 4.
Align the aircraft on a magnetic east
(090) heading. Record the compass
reading and compute the deviation. Sup
pose the compass reading is exactly 90
on the magnetic east heading, a deviation
of o.
Compute the coe5cient of east-west devia-
tion :
O0
Coefficient =
-(--6o)
2
+ 6
=
2
= + 3
(9) While the aircraft is on the east heading,
adjust the east-west compensator to add
3 to the compass reading. This reading
then becomes 93 on the east heading and
273O on a west heading.
510
Leaving the aircraft on an east magnetic
heading, compute the coefjicient of overall
deviation. This coe5cient is equal to the
algebraic sum of the compass deviations
on all four cardinal headings (north, east,
south, and west), divided by 4:
(-6.5) + o + 4.5 + (-6)
=
4
--El0
4
If the coe5cient is greater than lo, further
compensation is usually accomplished. The
compensation is not done with the mag
netic compensation device. It is accom-
plished by re-aligning the compass, so that
it is mounted parallel to the longitudinal
axis of the aircraft.
(11) After the initial compensation is com-
pleted, the aircraft will be compensated
again on headings of 30, 60, 120,
1500, 210, 240, 300, and 330. The
compass readings for each heading are
recorded on a compass correction card.
This card is then mounted as close as
possible, to the instrument for ready ref-
erence. An example of a correction card
is shown in figure 12-72.
The procedure described is a basic compensation
procedure. Additional circuits around the compass
rose should be made with the engine(s) and elec-
trical and ratio equipment operating to verify the
accuracy of the basic compensations.
Jacks, lifts, hoists, or any dolly needed to move
and align the aircraft on the various headings of a
compass rose should preferably he made of nonmag
netic material. When this is impossible, devices can
be tested for their efFect on the compass by moving
them about the aircraft in a circle at the same dis-
tance that would separate them from the compass
when they are being used. Equipment that causes a
change in compass readings of more than one-
quarter of a degree should not be used. Additionally,
fuel trucks, tow tractors, or other aircraft containing
magnetic metals should not be parked close enough
to the compass rose to affect the compass of the
aircraft being swung.
AIRCRAFT COMPASS
DATE. _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _.
FOR STEER
N 000" 000"
030 033
000 060
E 090 095
120 120
150 149
S 180 175
210 205
240 334
W 270 265
300 294
330 326
Calibrated by: .___....................................................
FIGURE 12-72. Compass correction card.
The magnetic compass is a simple instrument that
does not require setting or a source of power. A
minimum of maintenance is necessary, but the in-
strument is delicate and should be handled carefully
during inspection. The following items are usually
included in an inspection:
(1)
(2)
(3)
(4)
The compass indicator should be checked
for correct readings on various cardinal
headings and re-compensated if necessary.
Moving parts of the compass should work
easily.
The compass bowl should be correctly sus-
pended on an anti-vibration device and
should not touch any part of the metal
container.
The compass bowl should be filled with
liquid. The liquid should not contain any
bubbles nor have any discoloration.
(5) The scale should be readable and its illu-
mination good.
AUTOPILOT SYSTEM
The automatic pilot is a system of automatic con-
trols which holds the aircraft on any selected mag-
netic heading and returns the aircraft to that head-
ing when it is displaced from it. The automatic pilot
also keeps the aircraft stabilized around its horizon-
tal and lateral axes.
The purpose of an automatic pilot system is pri-
marily to reduce the work, strain, and fatigue of
controlling the aircraft during long flights. To do
this the automatic pilot system performs several
functions. It allows the pilot to maneuver the air-
craft with a minimum of manual operations. While
under automatic control the aircraft can be made to
climb, turn, and dive with small movements of the
knobs on the autopilot controller.
Autopilot systems provide for one, two, or three
axis control of the aircraft. Some autopilot systems
control only the ailerons (one axis), others control
ailerons and elevators or rudder (two axis). The
three-axis system controls ailerons, elevators, and
rudder.
All autopilot systems contain the same basic com-
ponents: (1) Gyros, to sense what the airplane is
doing; (2) servos, to move the control surfaces;
and (3) an amplifier, to increase the strength of the
gyro signals enough to operate the servos. A con-
troller is also provided to allow manual control of
the aircraft through the autopilot system.
Principle of Operation
The automatic pilot system flies the aircraft by
using electrical signals developed in gyro-sensing
units. These &its are connected to flight instru-
ments which indicate direction, rate-of-turn, bank,
or pitch. If the flight attitude or magnetic heading
is changed, electrical signals are ,developed in the
gyros. These signals are used to control the opera-
tion of servo units which convert electrical energy
into mechanical motion.
The servo is connected to the control surface and
converts the electrical signals into mechanical force
which moves the control surface in response to
corrective signals or pilot commands. A basic auto-
pilot system is shown in figure 12-73.
511
Aircraft on course
Gyro input signal
Amplifier
I
Control surface
I
FIGURE 12-73. Basic autopilot system.
Most modern autopilots can be described in terms
of their three major channels: (1) The rudder, (2)
aileron, and (3) the elevator channels.
The rudder channel receives two signals that de-
termine when and how much the rudder will move.
The first signal is a course signal derived from a
compass system. As long as the aircraft remains on
the magnetic heading it was on when the autopilot
was engaged, no signal will develop. But any devia-
tion causes the compass system to send a signal to
the rudder channel that is proportional to the angu-
lar displacement of the aircraft from the preset
heading.
The second signal received by the rudder channel
is the rate signal, which provides information any-
time the aircraft is turning about the vertical axis.
This information is provided by the turn-and-bank
indicator gyro. When the aircraft attempts to turn
off course, the rate gyro develops a signal propor-
tional to the rate of turn, and the course gyro
develops a signal proportional to the amount of
displacement. The two signals are sent to the rudder
channel of the amplifier, where they are combined
and their strength is increased. The amplified signal
is then sent to the rudder servo. The servo will turn
the rudder in the proper direction to return the
aircraft to the selected magnetic heading.
As the rudder surface moves, a followup signal is
developed which opposes the input signal. When the
two signals are equal in magnitude, the servo stops
moving. As the aircraft arrives on course, the
course signal will reach a zero value, and the rud-
der will be returned to the streamline position by
the followup signal.
The aileron channel receives its input signal from
a transmitter located in the gyro horizon indicator.
Any movement of the aircraft about its longitudinal
axis will cause the gyro-sensing unit to develop a
signal to correct for the movement. This signal is
amplified, phase-detected, and sent to the aileron
servo which moves the aileron control surfaces to
correct for the error.
As the aileron surfaces move, a followup signal
builds up in opposition to the input signal. When
the two signals are equal in magnitude, the servo
stops moving. Since the ailerons are displaced from
streamline, the aircraft will now start moving back
toward level flight with the input signal becoming
smaller and the followup signal driving the control
surfaces back toward the streamline position. When
the aircraft has returned to level flight in roll atti-
tude, the input signal will again be zero. At the
same time the control surfaces will be streamlined,
and the followup signal will be zero.
The elevator channel circuits are similar to those
of the aileron channel, with the exception that the
512
Gyro
control unit
Servoamplifier
-----
J-/ Disyriminatori
I
Elevator servomotor
r----
-----
1
Clutch ,
lotor L -IGear MI- -I Gear k
1 I transmitter I*IEl+, 1
i I_ ._ ._ . .,I II I
-I FoUowup 1 ,
i
K
1 I
transmitter ,
FIGURE 1%T4. Autopilot block diagram.
elevator channel detects changes in pitch attitude of
the aircraft. The circuitry of all three channels can
be followed by referring to the block diagram in
figure 12-74.
The foregoing autopilot system description was
used to show the function of a simple autopilot.
Most autopilots are far more sophisticated; how-
ever, many of the operating fundamentals are simi-
lar. Autopilot systems are capable of handling a
variety of navigational inputs for automatic flight
control.
BASK AUTOPILOT COMPONENTS
The components of a typical autopilot system are
illustrated in figure 12-75. Most systems consist of
four basic types of units, plus various switches and
auxiliary units. The four types of basic units are:
(1) The sensing elements, (2) command elements,
(3) output elements, and (4) the computing ele-
ment.
Command Elements
The command unit (flight controller) is manually
operated to generate signals which cause the air-
craft to climb, dive, or perform coordinated turns.
Additional command signals can be sent to the au-
topilot system by the aircrafts navigational equip-
ment. The automatic pilot is engaged or disengaged
electrically or mechanically, depending on system
design.
While the automatic pilot system is engaged, the
manual operation of the various knobs on the con-
troller (figure 12-76) maneuvers the aircraft. By
operating the pitch trim wheel, the aircraft can be
made to climb or <dive. By operating the turn knob,
the aircraft can be banked in either direction. The
engage switch is used to engage and disengage the
autopilot. In addition, most systems have a discon-
nect switch located on the control wheel(s) . This
switch, operated by thumb pressure, can be used to
disengage the autopilot system should a malfunction
occur in the system.
One type of automatic pilot system has an engag
ing control that manually engages the clutch mecha-
nism of the servomotor to the cable drum. A means
of electrically disengaging the clutch is provided
through a disconnect switch located on the control
wheel (s ) .
Sensing Elements
The directional gyro, turn-and-bank gyro, atti-
tude gyro, and altitude control are the sensing ele-
ments. These units sense the movements of the air-
craft, and automatically generate signals to keep
these movements under control.
Computer or Amplifier
The computing element consists of an amplifier or
computer. The amplifier receives signals, determines
what action the signals are calling for, and ampli-
fies the signals received from the sensing elements.
It passes these signals to the rudder, aileron, or
elevator servos to drive the control surfaces to the
position called for.
Output Elements
The output elements of an autopilot system are
the servos which actuate the control surfaces. The
513
Sensing elements Command elements Output elements
Directional gyro
indicator
Turn-and-bank
indicator gyro
Attitude
indicator
Altitude
control
Pressure
source
,
UP
Flight
controller
Aileron
servo
actuator
Rudder
servo
actuator
I
Navigation signals
I
servo
actuator
Trim
actuator
FICURE 12-75. Typical aotopilot system components.
majority of the servos in use today are either elec- operate the primary flight controls. One servo oper-
tric motors or electro/pneumatic servos. ates the ailerons, a second operatk the rudder, and
An aircraft may have from one to three servos to a third operates the elevators. Each servo drivea ita
514
FIGURE 12-76. Typical autopilot controller.
associated control surface to follow the directions of
the particular automatic pilot channel to which the
servo is connected.
Two types of electric motor-operated servos are
in general use. In one, a motor is connected to the
servo output shaft through reduction gears. The
motor starts, stops, and reverses direction in re-
ponse to the commands of the gyros or controller.
The other type of electric servo uses a constantly
running motor geared to the output shaft through
two magnetic clutches. The clutches are arranged so
that energizing one clutch transmits motor torque to
turn the output shaft in one direction; energizing
the other clutch turns the shaft in the opposite
direction.
The electro/pneumatic servos are controlled by
electrical signals from the autopilot amplifier and
actuated by an appropriate air pressure source. The
source may be a vacuum system pump or turbine
engine bleed air. Each servo consists of an electro/
magnetic valve assembly and an output linkage as-
sembly.
FLIGHT DlRECTOR SYSTEMS
A flight director system is an instrument system
consisting of electronic components that will com-
pute and indicate the aircraft attitude required to
attain and maintain a preselected flight condition.
Command indicators on the instrument indicate
how much and in what direction the attitude of the
aircraft must be changed to achieve the desired
result. The computed command indications relieve
the operator of many of the mental calculations
required for instrument flights, such as interception
angles, wind drift correction, and rates of climb
and descent.
A flight director system has several components;
the principal ones are the gyroscope, computer, and
the cockpit presentaton.The gyro detects deviations
from a preselected aircraft attitude. Any force ex-
erted against the gyroscope is electrically transmit-
ted to the computer, which in turn, sends a com-
puted signal to the flight indicator, telling the oper-
ator what must be done with the controls. When
using a flight director system, the operator is, in a
sense, acting as a servo, following orders given by
the command indicators.
The computers used in the various types of flight
director systems are basically the same; however,
the numbers and types of functions available will
vary between systems because of the mission of a
particular aircraft, the limited aircraft space availa-
ble for installation, and the excessive cost of func-
tions not absolutely required.
The instrument panel presentations and operating
methods vary considerably between different sys-
tems. Command indications may be presented by
several different symbols, such as bar-type command
indicators with different types of movements, a
phantom aircraft symbol, or two-element crossbar
indicators.
Many flight director systems are equipped with
an altitude-hold function, which permits selection
of a desired altitude; the flight director computes
the pitch attitude necessary to maintain this particu-
lar altitude.
A flight director greatly simplifies problems of
aerial navigation. Selection of the VOR function
electronically links the computer to the omnirange
receiver. After selection of the desired omnicourse,
the flight director will direct the bank attitude nec-
essary to intercept and maintain this course.
Flight director systems are designed to offer the
greatest assistance during the instrument approach
phase of flight. ILS localizer and glide slope signals
are transmitted through the receivers to the com-
puter, and are presented as command indications.
With the altitude-hold function, level flight can be
maintained during the maneuvering and procedure
turn phase of the approach. Once inbound on the
localizer, the command signals of the flight director
are maintained in a centered or zero condition.
Compensation for wind drift is automatic. Inter-
ception of the glide slope will cause a downward
indication of the command pitch indicator. Any de-
515
viation from the proper glide slope path will cause
a fly-up or fly-down indication on the flight director
pitch command symbol. When altitude-hold is being
used, it automatically disengages when the glide
slope has been intercepted.
A flight director system not only shows the pres-
ent situation, but also predicts the future conse-
quences of this situation. For example, a momentary
change in attitude is detected by the computer, and
command symbol movement is made to correct this
condition possibly before an altitude error can re-
sult. Thus, greater precision is achieved with less
mental effort on the part of the aircraft operator.
AUTOPILOT SYSTEM MAINTENANCE
The information in this section does not apply to
any particular autopilot system, but gives general
information which relates to all autopilot systems.
Maintenance of an autopilot system consists of vis-
ual inspection, replacement of components, cleaning,
lubrication, and an operational checkout of the sys-
tem.
With the autopilot disengaged, the flight con-
trols should function smoothly. The resistance
offered by the autopilot servos should not affect the
control of the aircraft. The interconnecting mecha-
nism between the autopilot system and the
flight control system should be correctly aligned
and smooth in operation. When applicable, the op-
erating cables should be checked for tension.
An operational check is important to assure that
every circuit is functioning properly. An autopilot
operational check should be performed on new in-
stallations, after replacement of an autopilot compo-
nent, or whenever a malfunction in the autopilot
system is suspected.
After the aircrafts main power switch has been
turned on, allow the gyros to come up to speed and
the amplifier to warm up before engaging the auto-
pilot. Some systems are designed with safeguards
that prevent premature autopilot engagement.
While holding the control column in the normal
flight position, engage the system using the engag-
ing control (switch, handle).
After the system is engaged, perform the opera-
tional checks specified for the particular aircraft. In
general, the checks consist of:
(1) Rotate the turn knob to the left; the left
rudder pedal should move forward, and
the control column wheel should move to
and the control column wheel should move
slightly aft.
(2)
(3)
(4)
Rotate the turn knob to the right; the
right rudder pedal should move forward,
and the control column wheel should move
to the right. The control column should
move slightly aft. Return the turn knob to
the center position; the flight controls
should return to the level-flight position.
Rotate the pitch-trim knob forward; the
control column should move forward.
Rotate the pitch-trim knob aft; the control
column should move aft.
If the aircraft has a pitch-trim system installed, it
should function to add downtrim as the control
column moves forward, and add uptrim as the
column moves aft. Many pitch-trim systems have an
automatic and a manual mode of operation. The
above action will occur only in the automatic mode.
Check to see if it is possible to manually override
or overpower the autopilot system in all control
positions. Center all the controls when the opera-
tional checks have been completed.
Disengage the autopilot system and check for
freedom of the control surfaces by moving the con-
trol columns and rudder pedals. Then re-engage the
system and check the emergency disconnect release
circuit. The autopilot should disengae each time the
release button is actuated.
When performing maintenance and operational
checks on a specific autopilot system, always follow
the procedure recommended by the aircraft or
equipment manufacturer.
Annunciator System
Instruments are installed for two purposes, one
to display current conditions, the other to notify
of unsatisfactory conditions. Colored scales are
used ; usually green for satisfactory; yellow for
caution or borderline conditions; red, for unsatis-
factory conditions. As aircraft have become more
complex with many systems to be monitored, the
need for a centralized warning system became
apparent. The necessity to coordinate engine and
flight controls emphasized this need. What evolved
is an annunciator or master warning system (figure
12-77).
Certain system failures are immediately indi-
cated on an annunciator panel on the main instru-
ment panel. A master caution light and a light
indicating the faulting system flash on. The master
light may be reset to Off, but the indicating light
will remain On until the fault is corrected or the
equipment concerned is shut down. By resetting,
the master caution light is ready to warn of a sub-
516
SYSTEM
Aircraft Fuel
Engine Fuel
Electrical
Generator
Generator
starting
Engine Oil
Landing Gear
Landing Gear
Landing Gear
ATA NUMBER
2800
7300
2400
2400
2400
8000
7900
3200
3200
3200
INDICATION
Fuel Pressure Low
Fuel Pressure Low
Inverter Out
Generator Out
Generator Overheated
Starter Engaged
Oil Pressure Low
Brake Pressure Low
Not Locked Down
Anti-Skid Out
Air CoGditioning 2100
Air Conditioning 2100
Cabin Pressure High
Cabin Pressure Low
Flight Control - 2700
Stabilizer 5500
Speed Brake Extended
Not Set for Takeoff
Engine Exhaust 7800 Thrust Reversal
Aux Power 4900
Pressure Low
APU Exhaust Door
Doors 5200
Doors 5200
Navigation 3400
Not Open
Cabin Door Unlocked
Cargo Door Unlocked
Mach Trim Computer
Electrical 2400
Auto Flight 2200
Hydraulic 2900
Firewarning 2600
out
Normal Bus Tie Open
Auto Pilot Off
Hvdraulic Pressure
Low
AFT Compartment
Overheated
FIGURE 12-77. Warning in annunciator system.
sequent fault even before correction of the initial
fault. A press to test light is available for testing
the circuits in this system.
One late model business jet has the sensing de-
vices divided into groups, according to their method
of operation. The fast group responds to heat and
uses bimetallic strips set at predetermined tempera-
tures. The second group responds to pressure
changes and uses a flexible chamber that moves
when pressurized. The third group consists of
mechanically operated switches and/or contacts on
a relay.
An annunciator system may include any or all
of the following indications or others as applicable.
Aural Warning System
Aircraft with retractable landing gear use an
aural warning system to alert the crew to an unsafe
condition. A bell will sound if the throttle is re-
tracted and the landing gear is not in a down and
locked condition (figure 12-78).
Aural warning systems range in complexity
from the simple one just described to that system
necessary for safe operation of the most complex
transport aircraft.
A typical transport aircraft has an aural warn-
ing system which will alert the pilot with audio
signals to: An abnormal takeoff condition, landing
condition, pressurization condition, math-speed con-
dition, an engine or wheel well fire, calls from the
crew call system, and calls from the secal system.
Shown in figure 12-78 are some of the problems
which trigger warning signals in the aural warning
system. For example: a continuous horn sounding
during landing would indicate the landing gear is
not down and locked when flaps are less than full
up and the throttle is retarded. The corrective
action would be to raise the flaps and advance the
throttle.
(See figguw 12-78 091 next page)
517
STAGE OF WARNING WARNING CAUSE OF WARNING SIGNAL CORRECTIVE
OPERATION SYSTEM SIGNAL ACTIVATION ACTION
Landing Landing gear Continuous
ATA 3200 horn
Landing gear is not down and locked
when flaps are less than full up
and throttle is retarded to idle.
Raise flaps
Advance throttle
In flight Mach warning
ATA 3400
Clacker Equivalent airspeed or math
number exceeds limits.
Decrease speed
of aircraft
Takoff
Inflight
Flight control
ATA 2709
~~ power
ATA 4990
Pressurization
ATA 2100
Intermittent
horn
Intermittent horn
Throttles are advanced and any
of following conditions exist.
1. Speed brakes are not down
2. Flaps are not in takeoff range
3. Auxiliary power exhaust door is open
4. Stabilizer is not in the takeoff setting.
If cabin pressure becomes equal
to atmospheric
altitude (altitu 1
ressure at the specific
e at time of occurrence).
Correct the aircraft
to proper takeoff
conditions.
Correct the
condition.
Any stage Fire warning
ATA 2600
Continuous bell Any overheat condition or
fire in any engine or
nacelle, or main wheel or nose wheel
well, APU engine or any compartment
having firewaming system installed.
Fyawp the firewaming system
1. Lower the heat
in the area where-
in the F/W was
activated.
2. Signal may be si-
lenced by pushing
the F/W bell cut-
out switch or the
APU cutout switch.
Any stage Communications High chime Any time captains call button is Release button or if
ATA 2300 pressed at external
forward or rearwar B
ower panel button remains locked
cabin attend-
ants panel
in, pull button out.
Any stage Communications Tow tone hi-low Whenever a signal has been Press reset button on
secal system chime or
single low chime.
received by an HF or VHF com-
ATA 2300 munication system and decoded by
secal system control
the secal decoder.
panel.
.
ONOTE: Secal system is the Selective Calling System: Each aircraft is assigned a particular four tone audio combination
for identification purposes. A ground station will key the signal whenever contact with that particular aircraft
is desired. The signal will be decoded by the airborne secal decoder and the crew allerted by the secal wam-
ing system.
FIGURT: 12-78. Aural warning system.
518
CHAPTER 13
COMMUNICATIONS AND NAVIGATION SYSTEMS
GENERAL
Communications and navigation are the two
major functions of airborne radio. Communication
systems primarily involve voice transmission and
reception between aircraft or aircraft and ground
stations. Radios are used in aircraft as navigational
aids in a number of applications. They range from
a simple radio direction finder to navigational sys-
tems which use computers and other advanced elec-
tronic techniques to automatically solve the naviga-
tional problems for an entire flight. Marker beacon
receivers, instrument landing systems (involving
radio signals for glide slope and direction), dis-
tance measuring equipment, radar, area navigation
systems, and omnidirectional radio receivers are but
a few basic applications of airborne radio naviga-
tion systems available for installation and use in
aircraft.
Safe aircraft operation is dependent to a large
degree upon the satisfactory performance of the
airborne communications and navigation systems.
Reliability and performance of the radio and radar
system are directly related to the skills of those who
perform the maintenance.
Federal Aviation Regulations require an inspec-
tion of radio equipment installations at regular in-
tervals. These inspections include a visual examina-
tion for security of attachment, condition of wiring,
bonding, shock mounts, radio racks and supporting
structure. In addition, a functional check is usually
performed to determine that the equipment is opera-
ting properly and that its operation does not inter-
fere with the operation of other systems.
Aircraft mechanics responsibilities include the in-
stallation and inspection of radios, antennas, navi-
gation equipment, and associated wiring. In addi-
tion, the FAA has certified radio repair facilities to
perform maintenance on radios, antennas, naviga-
tion, and radar equipment. Transmitting equipment
is calibrated by persons licensed by the FCC (Fed-
eral Communications Commission).
To be in a more favorable position to inspect
system installations, a mechanic should possess
some basic knowledge and understanding of the
principles, purposes, and operation of the radio
equipment used in aircraft.
Because of the many different makes and models
of equipment and the various systems in use, it is
not feasible to describe each in this handbook. The
information presented in this chapter is general in
nature and provides a broad introduction to radio,
its principles, and application to aircraft from a
mechanics viewpoint.
BASIC RADIO PRINCIPLES
The principle of radio communication can be il-
lustrated by using a simple transformer. As shown
in figure 13-1, closing the switch in the primary
circuit causes the lamp in the secondary circuit to
be illuminated. Opening the switch extinguishes the
light.
Alternating electromagnetic field
Gen. Q$32; Lamp
?
circuit.
Iron core
FIGURE 13-1. A simple transformer circuit.
There is no direct connection between the pri-
mary and secondary circuits. The energy that illu-
minates the light is transmitted by an alternating
electromagnetic field in the core of the transformer.
This is a simple form of wireless control of one
circuit (the secondary) by another circuit (the pri-
mary).
The basic concept of radio communications in-
volves the transmission and reception of electromag
netic (radio) energy waves through space. Alternat-
ing current passing through a conductor creates
electromagnetic fields around the conductor. Energy
519
is alternately stored in these fields and returned to
the conductor. As the frequency of current alterna-
tion increases, less and less of the energy stored in
the field returns to the conductor. Instead of return-
ing, the energy is radiated into space in the form of
electromagnetic waves. A conductor radiating in
this manner is called the transmitting antenna.
For an antenna to radiate efficiently a transmitter
must supply it with an alternating current of the
selected frequency. The frequency of the radio wave
radiated will be equal to the frequency of the ap
plied current. When current flows through a trans-
mitting antenna, radio waves are radiated in all
directions in much the same way that waves travel
on the surface of a pond into which a rock has been
thrown. Radio waves travel at a speed of approxi-
mately 186,000 miles per second.
If a radiated electromagnetic field passes through
a conductor, some of the energy in the field will set
electrons in motion in the conductor. This electron
flow constitutes a current that varies with changes
in the electromagnetic field. Thus, a variation of the
current in a radiating antenna causes a similar
varying current in a conductor (receiving antenna)
at a distant location. Any intelligence being pro-
,duced as current in a transmitting antenna will be
reproduced as current in a receiving antenna.
Frequency Bands
The radio frequency portion of the electromag
netic spectrum extends from approximately 30 kHz
(kilohertz) to 30,000 MHz (Megahertz). As a mat-
ter of convenience, this part of the spectrum is
divided into frequency bands. Each band or fre-
quency range produces different effects in trans-
mission. The radio frequency bands proven most
useful and presently in use are:
Frequency Range Band
Low frequency (L/F) ------30 to 300 kHz
Medium frequency (M/F) --300 to 3,000 kHz
High frequency (H/F) -----3,000 kHz to 30 MHz
Very high frequency (VHF) -30 to 300 MHz
Ultra high frequency (UHF) _ 300 to 3,000 MI-Iz
Superhigh frequency (SHF) -3,000 to 30,000 MHz
In practice, radio equipment usually covers only
a portion of the designated band, e.g., civil VHF
equipment normally operates at frequencies between
108.0 MHz and 135.95 MHz.
BASIC EQUIPMENT COMPONENTS
The basic components (figure 13-2) of a commu-
nication system are: microphone, transmitter, trans-
.
mitting antenna, receiving antenna, receiver, and a
headset or loudspeaker.
Transmitters
A transmitter may be considered as a generator
which changes electrical power into radio waves. A
transmitter must perform these functions: (1) Gen-
erate a RF (radio frequency) signal, (2) amplify
the RF signal, and (3) provide a means of placing
intelligence on the signal.
The transmitter contains an oscillator circuit to
generate the RF signal (or a subharmonic of the
transmitter frequency, if frequency doublers or mul-
tipliers are used) and amplifier circuits to increase
the output of the oscillator to the power level re-
quired for proper operation.
The voice (audio) intelligence is added to the RF
Transmitting
antenna
Receiving
antenna
Headset
Microphone
. Transmitter -
Receiver
Loudspeaker
FIGURE 13-2. Basic communication equipment.
520
signal by a special circuit called the modulator. The
tiodulator uses the audio signal to vary the ampli-
tude or frequency of the RF signal. If the amplitude
is varied, the process is called amplitude modulation
or AM. If the frequency is varied, the process is
known as frequency modulation or FM.
Transmitters take many forms, have varying de-
grees of complexity and develop various levels of
power. The amount of power generated by a trans-
mitter affects the strength of the electromagnetic
field radiating from the antenna. Thus, it follows
that the higher the power output from a transmitter,
the greater the distance its signal may be received.
VHF transmitters used in single engine and light
twin-engine aircraft vary in power output from 1
watt to 30 watts, depending on the particular model
radio. However, radios having 3 to 5 watt ratings
are used most frequently. Executive and large trans-
port aircraft are usually equipped with VHF trans-
mitters having a power output of 20 to 30 watts.
Aviation communication transmitters are crystal-
controlled in order to meet the frequency tolerance
requirements of the FCC. Most transmitters are se-
lectable for more than one frequency. The fre-
quency of the channel selected is determined by a
crystal. Transmitters may have from one to 680
channels.
Receivers
The communications receiver must select radio
frequency signals and convert the intelligence con-
tained on these signals into a usable form; either
audible signals for communication and audible or
visual signal for navigation.
Radio waves of many frequencies are present in
the air. A receiver must be able to select the desired
frequency from all those present and amplify the
small a.c. signal voltage.
The receiver contains a demcdulator circuit to
remove the intelligence. If the demodulator circuit
is sensitive to amplitude changes, it is used in AM
sets and called a detector. A demodulator circuit
that is sensitive to frequency changes is used for
FM reception and is known as a discriminator.
Amplifying circuits within the receiver increases
the audio signal to a power level which will operate
the headset or loudspeaker properly.
Antenna
An antenna is a special type of electrical circuit
designed to radiate and receive electromagnetic en-
ergy. As mentioned previously, a transmitting an-
tenna is a conductor which radiates electromagnetic
waves when a radio frequency current is passed
through it. Antennas vary in shape and design
(figure 13-3) depending upon the frequency to be
transmitted, and specific purposes they must serve.
In general, communication transmitting stations ra-
diate signals in all directions. However, special an-
tennas are designed that radiate only in certain
directions or certain beam patterns.
--
=TF
.- -
Communication,
navigation
0 .
I
1 I
i
/i
. . .
VHF communication
l-l
d
Marker beacon
Distance measuring
equipment
Glidescope
VHF communication
FIGURE 133. Antennas.
The receiving antenna must intercept the electro-
magnetic waves that are present in the air. The
shape and size of the receiving antenna will also
vary according to the specific purpose for which it
is intended. In airborne communications the same
antenna is normally used for both transmission and
reception of signals.
Microphones
A microphone is essentially an energy converter
that changes acoustical (sound) energy into corre-
sponding electrical energy. When spoken into a mi-
crophone, the audio pressure waves generated strike
the diaphragm of the microphone causing it to
move in and out in accordance with the instanta-
neous pressure delivered to it. The diaphragm is
521
attached to a device that causes current to flow in
proportion to the pressure applied.
For good quality sound, the electrical waves
from a microphone must correspond closely in mag-
nitude and frequency to the sound waves that cause
them, so that no new frequencies are introduced. A
desirrble characteristic is the ability of the micro-
phone to favor sounds coming from a nearby source
over random sounds coming from a relatively
greater distance. When talking into this type of
microphone, the lips must be held as close as possi-
ble to the diaphragm.
Persons inexperienced in the use of the micro-
phone are usually surprised at the quality of their
own transmissions when they are taped and played
back. Words quite clear when spoken to another
person can be almost unintelligible over the radio.
Readable radio transmissions depend on the follow-
ing factors: ( 1) Voice amplitude, (2) rate of
speech, and (3) pronunciation and phrasing. Clar-
ity increases with amplitude up to a level just short
of shouting. When using a microphone, speak
loudly, without exerting extreme effort. Talk slowly
enough so that each word is spoken distinctly.
Avoid using unnecessary words.
POWER SUPPLY
The power supply is a component that furnishes
the correct voltages and current needed to operate
the communication equipment. The power supply
can be a separate component or it may be contained
within the equipment it supplies. Electromechanical
devices used as electronic power supplies include
dynamotors and inverters.
The dynamotor performs the dual functions of
motor and generator, changing the relatively low
voltage of the aircraft electrical system into a much
higher value. The multi-vibrator is another type of
voltage supply used to obtain a high a.c. or d.c.
voltage from a comparatively low d.c. voltage.
In many aircraft, the primary source of electric
power is direct current. An inverter is used to sup-
ply the required alternating current. Common air-
craft inverters consist of a d.c. motor driving an
a.c. generator. Static, or solid-state inverters are
replacing the electromechanical inverters in many
applications. Static inverters have no moving parts,
but use semiconductor devices and circuits that pe-
riodically pulse d.c. current through the primary of
a transformer to obtain an a.c. output from the
secondary.
COMMUNICATION SYSTEMS
The most common communication system in use
today is the VHF system. In addition to VHF
equipment, large aircraft are usually equipped with
HF communication systems.
Airborne communications systems vary consider-
ably in size, weight, power requirements, quality of
operation, and cost, depending upon the desired
operation.
Many airborne VHF and HF communication sys-
tems use transceivers. A transceiver is a self-con-
tained transmitter and receiver which share
common circuits; i.e., power supply, antenna, and
tuning. The transmitter and receiver both operate
on the same frequency, and the microphone button
determines when there is an output from the trans-
mitter. In the absence of transmission, the receiver
is sensitive to incoming signals. Since weight and
space are of great importance in aircraft, the trans-
ceiver is widely used. Large aircraft may be
equipped with transceivers or a communications
system that uses separate transmitters and receivers.
The operation of radio equipment is essentially
the same whether installed on large aircraft or small
aircraft. In some radio installations the controls for
frequency selection, volume, and the on-off switch
are integral with the radio main chassis. In other
installations, the controls are mounted on a panel
located in the cockpit and the radio equipment is
located in racks in another part of the aircraft.
Because of the many different types and models
of radios in use, it is not possible to discuss the
specific techniques for operating each in this man-
ual. However, there are various practices of a non-
specific nature which apply to all radios. These
general practices will be described.
VHF (Very High Frequency) Communications
VHF airborne communication sets operate in the
frequency range from 108.0 MHz to 135.95 MHz.
VHF receivers are manufactured that cover only the
communications frequencies, or both communica-
tions and navigation frequencies. In general, the
VHF radio waves follow approximately straight
lines. Theoretically, the range of contact is the dis-
tance to the horizon and this distance is determined
by the heights of the transmitting and receiving
antennas. However, communication is sometimes
possible many hundreds of miles beyond the as-
sumed horizon range.
Many VHF radios have the transmitter, receiver,
power supply, and operating controls built into a
522
-
r a
Power sclTCe
7 Y
VHF comm.antenna
. --
VHF transceiver
Microphone
FIGURE 13-4. VHF system diagram.
single unit. This unit is frequently installed in a
cutout in the instrument panel. A system diagram of
a typical panel-mounted VHF transceiver is shown
in figure 134. Others have certain portions of the
Power
-@ Speaker
-0 Earphones
-@ Microphone
communication system mounted on the instrument
panel and the remainder remotely installed in a
radio or baggage compartment.
To perform an operational check of a VHF com-
munication system, a source of electric. power must
be available. After turning the radio control switch
on, allow sufficient time for the equipment to
warm up before beginning the operational checks.
Using the frequency selector, select the frequency of
the ground station to be contacted. Adjust the vol-
ume control to the desired level.
With the microphone held close to the mouth,
press the microphone button and speak directly into
the microphone to transmit; when through talking,
release the button. This action will return the com-
munication receiver to operation. When the ground
station acknowledges the initial transmission, re-
quest that an operational check be made on all
frequencies or channels. Prior to transmitting, make
certain that a station license is displayed in the
aircraft. In addition, the person operating the trans-
mitter must hold a current Restricted Radiotele-
phone Operators permit. Both the station license
and the operators permit are issued by the FCC.
e Output
Antenna coupler
Antenna
HF SSB transceiver
FIGURE 13-5. HF system diagram.
Control unit
523
HF (High Frequency) Communications
A high frequency communication system (figure
13-5) is used for long-range communication. HF
systems operate essentially the same as a VHF sys-
tem, but operate in the frequency range from 3
MHz to 30 MHz. Communications over long dis-
tances are possible with HF radio because of the
longer transmission range. HF transmitters have
higher power outputs than VHF transmitters.
The design of antennas used with HF communi-
cation systems vary with the size and shape of the
aircraft. Aircraft which cruise below 300 m.p.h.
generally use a long wire antenna. Higher speed
aircraft have specially designed antenna probes in-
stalled in the vertical stabilizer. Regardless of the
type antenna, a tuner is used to match the imped-
ance of the transceiver to the antenna.
An operational check of an HF radio consists of
turning the control switch to on, adjusting the
RF gain and volume controls, selecting the desired
channel and transmitting the appropriate message
to the called station. Rest adjustment of the gain
control can be obtained with the volume control set
at half range. The gain control is used to provide
the strongest signal with the least amount of noise.
The volume control is used to set sound level and
affects only the loudness of the signal.
AIRBORNE NAVIGATION EQUIPMENT
Airborne navigation equipment is a phrase em-
bracing many systems and instruments. These sys-
tems include VHF omnirange (VOR), instrument
landing systems, distance-measuring equipment, au-
tomatic direction finders, doppler systems, and iner-
tial navigation systems.
When applied to navigation, the radio receivers
and transmitters handle signals which are used to
determine bearing and in some cases distance, from
geographical points or radio stations.
VHF OMNIRANGE SYSTEM
The VHF VOR (omnidirectional range) is an
electronic navigation system. As the name implies,
the omnidirectional or all-directional range station
provides the pilot with courses from any point
within its service range. It produces 360 usable
radials or courses, any one of which is a radio path
connected to the station. The radials can be consid-
ered as lines that extend from the transmitter an-
tenna like spokes of a wheel. Operation is in the
VHF portion of the radio spectrum (frequency
range of 108.0 MHz - 117.95 MHz) with the result
524
that interference from atmospheric and precipita-
tion static is negligible. The navigational informa-
tion is visually displayed on an instrument in the
cockpit.
The typical airborne VOR receiving system
(figure 13-6) consists of a receiver, visual indica-
tor, antennas, and a power supply. In addition, a
unit frequency selector is required and in some
cases located on the receiver unit front panel. Some
manufacturers design a remote control frequency
selector so the equipment may be installed in some
other area of the aircraft. This frequency selector is
used to tune the receiver to a selected VOR ground
station.
I
- Audio output
I I
VOWLOC receive1
I
F
Antenna
lndicptor
Frequency selector
Fnxrne 13-6. VOR system diagram.
The VOR receiver, in addition to course naviga-
tion, functions as a localizer receiver during ILS
(instrument landing system) operation. Also, some
VOR receivers include a glide slope. receiver in a
single case. Regardless of how individual manufac-
turers may design the VOR equipment, the intelli-
gence from the VOR receiver is displayed on the
CD1 (course deviation indicator).
The CDI, figure 13-7, performs several functions.
During VOR operation the vertical needle is used
as the course indicator. The vertical needle also
indicates when the aircraft deviates from the course
and the direction the aircraft must be tuned to
attain the desired course. The TO-FROM indica-
tor presents the direction to or from the station
along the omniradial. The course deviation indica-
tor also contains a VOR-LOC flag alarm. Nor-
mally this is a small arm which extends into view
Course pointer
pointer
FIGURE 13-7. Course deviation indicator.
only in the case of a receiver malfunction or the
loss of a transmitted signal.
When localizer signals are selected on the re-
ceiver, the indicator shows the position of the local-
izer beam relative to the aircraft and the direction
the aircraft must be turned to intercept the local-
izer.
During VOR operation the VOR radial to be
used is selected by rotating the OBS (omnibearing
selector). The OBS is generally located on the CD1 ;
however, in some installations it is a part of the
navigation receiver. The OBS is graduated in de-
grees from zero to 360. Each degree is a VOR
course to be flown in reference to a ground station.
The following steps are typical of those per-
formed during a ground operational check. When
checking a VOR system, follow the specific proce-
dures recommended by the equipment manufac-
turer. The operational check can be performed
using appropriate test equipment, VOT (Very High
Frequency Omnirange Test) or the terminal VOR
facility.
(1) Place the on/off switch in the ON posi-
tion.
(2) Adjust the frequency selector to the de-
sired station.
(3) Allow sufficient time for equipment to
warm up.
(4) The VOR flag will disappear when the
VOR station signal is received.
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
NOTE :
Adjust the volume control to the desired
level; assure that the selected VOR station
identification is clear and correct.
Check the CD1 for vertical needle deflec-
tion.
Center the vertical needle by rotating the
OBS.
Check TO-FROM indicator for TO
indication.
Rotate the OBS to read 10 higher than
the setting at which the vertical needle
was centered. The vertical needle should
move left and cover the last dot which
corresponds to 10 course displacement.
Return the OBS to the original position.
The vertical needle should return to the
center position.
Rotate the OBS to read 10 lower than
the original setting. The pertical needle
should move right and cover the last dot
which corresponds to 10 course displace-
ment.
Assure that the vertical needle moves an
equal distance in both directions. This
total course width or course sensitivity
should be 20.
When TO-FROM indicator reads
FROM, the vertical needle will deflect in the
direction opposite that stated in the above pro-
cedures.
If the operational check is unsatisfactory, it will
be necessary to remove the VOR receiver and asso-
ciated instruments from the aircraft and have them
calibrated.
INSTRUMENT LANDING SYSTEM
The ILS (instrument landing system), one of the
facilities of the Federal airways, operates in the
VHF portion of the electromagnetic spectrum. The
ILS can be visualized as a slide made of radio
signals on which the aircraft can be brought safely
to the runway.
The entire system consists of a runway localizer,
a glide slope signal, _and marker beacons for posi-
tion location. The localizer equipment produces a
radio course aligned with the center of an airport
runway. The on-course signals result from equal
reception of two signals; one containing 90 Hz
modulation and the other containing 150 Hz modu-
lation. On one side of the runway center line the
radio receiver develops an output in which the 150
Hz tone predominates. This area is called the blut:
sector. On the other side of the centerline the 90 Hz
output is greater. This area is the yellow sector.
The localizer facility operates in the frequency
range of 108.0 MHz to 112.0 MHz on the odd
tenths of the megahertz steps. The VOR receiver
also operates in this ferquency range on the even
tenths of the megahertz steps. The airborne VOR
receiver functions as the localizer receiver during
ILS operation.
The glide slope is a radio beam which provides
vertical guidance to the pilot, assisting him in mak-
ing the correct angle of descent to the runway.
Glide slope signals are radiated from two antennas
located adjacent to the touchdown point of the run-
way. Each glide slope facility operates in the UHF
frequency range from 329.3 MHz to 335.0 MHz.
The glide slope and VOR/localizer receivers may
be separate receivers or combined in a single case.
The glide slope receiver is paired to the localizer
and one frequency selector is used to tune both
receivers. A component diagram of an ILS is shown
in figure 13-8.
The information from both localizer and glide
slope receivers is presented on the CDI; the vertical
needle displays localizer information and the hori-
zontal needle displays glide slope information
(figure 13-9). When both needles are centered, the
aircraft is on c&se and descending at the proper
I
I
VOR/LOC receiver
( Adio(utput flpq
le?aF
Frequency selector
Glideslope antenna
Glideslope receiver
FICIJRE 13-8. Component diagram of an ILS.
Full-scale yellow, Full-scale blue,
fly to left
Glide slope pointer
Fly down
FIGURE 13-9. Glide slope information.
rate. In addition the CD1 contains a red warning
flag for each system which comes into view when
the receiver fails or the loss of a transmitted signal
occurs.
Two antennas are usually required for ILS opera-
tion. One for the localizer receiver, also used for
VOR navigation, and one for the glide slope. Some
of the small aircraft use a single multi-element an-
tenna for both glide slope and VOR/LOC opera-
tion. The VOR/localizer antenna is normally in-
stalled on the top of the aircraft fuselage or flush
mounted in the vertical stabilizer. The glide slope
antenna is, in most cases, installed on the nose of
the aircraft. On aircraft equipped with radomes, the
glide slope antenna is installed under the radome.
Marker Beacons
Marker beacons are used in connection with the
instrument landing system. The markers are signals
which indicate the position of the aircraft along the
approach to the runway. Two markers are used in
each installation. The location of each marker is
identified by both an aural tone and a signal lamp.
The marker beacon transmitters, operating on a
fixed 75 MHz frequency, are placed at specific loca-
tions along the approach pattern of an ILS facility.
The antenna radiation pattern is beamed straight
up-
A marker receiver (figure 13-10) installed in the
aircraft receives the antenna signals and converts
them into power to illuminate a signal lamp and
produce an audible tone in a headset. The outer
marker marks the beginning of the approach path.
The outer marker signal is modulated by a 4OO-Hz
signal which produces a tone keyed in long dashes.
In addition to providing aural identification, the
signal lights a purple lamp in the cockpit. The mid-
dle marker is usually about 3,500 ft. from the end
of the runway and is modulated at 1,300 Hz which
produces a higher-pitched tone keyed with alternate
dots and dashes. An amber lamp flashes to indicate
that the aircraft is passing over the middle marker.
Marker beacon receivers vary in design from sim-
ple receivers that have no operating controls and no
aural output to more sophisticated receivers that
produce an aural tone and have an on/off switch
and a volume control to adjust the sound level of
the identification code.
Where three lights are used, a white light indi-
cates the aircraft positions at various points along
the airways. In addition to the light, a rapid series
of tones (six dots per second) of 3,000 Hz is re-
ceived in the headset. Distance-measuring equip
ment is rapidly replacing the along-route marker
system. A 3,OOO-Hz tone and white light marker are
also being used for inner markers (missed approach
point) on some Category II, ILS-equipped runways.
The ILS system cannot be ground tested fully
without using test equipment simulating localizer
and glide slope signals.
If an aircraft is located at an airport which has
an IL&quipped runway, it may be possible to de
termine if the receiver is functioning by performing
D
Power source
-
Marker antenna
1-1
Hi-Lo switch -
Marker lights
Marker receiver
Earphones
FIGURE M-10. Marker receiver system diagram.
527
the following. Place the on/off switch (if so
equipped) in the on position and adjust the fre-
quency selector to the proper ILS channel for the
airport where the aircraft is located. Allow suffi-
cient time for the equipment to warm up. In a
strong signal area, both the localizer and glide slope
warning flags will either start to move or go com-
pletely out of view. Observe that both cross pointers
are deflected to their maximum displacement.
Some of the more sophisticated solid-state ILS
equipment contains self-monitoring circuits. These
circuits can be used for performing an operational
test using the procedures in the aircraft or equip-
ment manufacturers service manuals.
DISTANCE-MEAS.URING EQUIPMENT
The purpose of DME (distance-measuring equip-
ment) is to provide a constant visual indication of
the distance the aircraft is from a ground station. A
DME reading is not a true indication of point-to-
point distance as measured over the ground. DME
indicates the slant range between the aircraft and
the ground station. Slant-range error increases as
the aircraft approaches the station. At a distance of
30 to 60 nautical miles the slant range error is
negligible.
DME operates in the UHF range of the radio
frequency spectrum. The transmitting frequencies
are in two groups, between 962 MHz to 1,024 MHz
and 1,151 MHz to 1,212 MHz; the receiving fre-
quencies are between 1,025 MHz to 1,149 MHz.
Transmitting and receiving frequencies are given a
channel number which is paired with a VOR chan-
nel. In some aircraft installations the DME channel
selector is ganged with the VOR channel selector to
simplify the radio operation. A typical DME control
panel is shown in figure 13-11.
The aircraft is equipped with a DME transceiver
which is tuned to a selected DME ground station.
Usually DME ground stations are colocated with a
VOR facility (called VORTAC). The airborne
transceiver transmits a pair of spaced pulses to the
ground station. The pulse spacing serves to identify
the signal as a valid DME interrogation. After re-
ception of the challenging pulses, the ground station
responds with a pulse transmission on a separate
frequency to send a reply to the aircraft. Upon
reception of the signal by the airborne transceiver,
the elapsed time between the challenges and the
reply is measured This time interval is a measure
of the distance separating the aircraft and the
ground station. This distance is indicated in nauti-
cal miles by a cockpit instrument similar to the one
shown in figure 13-12.
FIGURE 13-12. DME digital indicator.
A typical DME antenna is shown in figure 13-13.
Most DME antennas have a cover installed to pro-
tect them from damage. The DME antenna is
usually a short, stub type mounted on the lower
surface of the aircraft. To prevent an interruption
in DME operation, the antenna must be located in a
position that will not be blanked by the wing when
the aircraft is banked.
FIGURE 13-13. Typical DME antenna.
528
*
r--=
To determine if the DME operates, turn the on/
off switch to the on position and select the appro-
priate channel. Allow sufficient time for the equip-
ment to warm up. During this period, the distance
indicator, both digital or pointer, will travel from
minimum to maximum readings (sweep or search).
When the DME has locked on a station, the indica-
tor will stop searching and the red warning flag (if
the indicator is equipped with one) will disappear.
In most installations, no functional check can be
made on the ground without a DME test set.
AUTOMATIC DIRECTION FINDERS
ADF (automatic direction finders) are radio re-
ceivers equipped with directional antennas which
are used to ,determine the direction from which
signals are received. Most ADF receivers provide
controls for manual operation in addition to auto-
matic direction finding. When an aircraft is within
reception range of a radio station, the ADF equip-
ment provides a means of fixing the position with
reasonable accuracy. The ADF operates in the low
and medium frequency spectrum from 190 kHz
through 1,750 kHz. The direction to the station is
displayed, on an indicator located in the cockpit, as
a relative bearing to the station.
The airborne equipment (figure 13-14)) consists
of a receiver, loop antenna, sense or nondirectional
antenna, indicator, and control unit. Most ADF re-
ceivers used in general aviation aircraft are panel
mounted. Their operating controls appear on the
front of the radio case.
Sense antenna
Loop antenna
In one type ADF system, the loop antenna (figure
13-15) rotates through 360 and receives maximum
signal strength when in a parallel position with the
direction of the transmitted signal. As the loop is
rotated from this position, the signal becomes
weaker and reaches a minimum when the plane of
the loop is perpendicular to the direction of the
transmitted signal. This position of the loop is
called the null position. The null position of the
loop is used for direction finding. When the loop is
rotated to a null position the radio station is being
received on a line perpendicular to the plane of the
loop. However, the direction of the radio station
from the aircraft may be either of two directions
180 apart. The inability of the loop antenna to
determine from which of the two directions the
transmitted signal is being received necessitates the
installation of a sense antenna.
The loop and sense antenna are both connected
to the ADF receiver. When the signal strength of
the sense antenna is superimposed on the signal
received from the loop antenna, it results in only
Internal loop
-
ADF receiver and control
FIGURE 13-14. Typical ADF installation.
Enclosed loop
FIGURE 13-15. Typical ADF antennas.
529
one null position of the loop. The one null position
always indicates the direction to the transmitting
facility.
Another type ADF system uses fixed, ferrite core
loops in conjunction with a rotatable transformer
called a resolver or goniometer. It operates essen-
tially the same as the rotating loop, except that one
of the windings of the goniometer rotates instead of
the loop.
A general procedure for performing an opera-
tional check of the ADF system is as follows:
(1) Turn on/off switch to the on position
and allow the radio to warm up. On in-
stallations that use the RMI (Radio Mag
netic Indicator) pointer as an ADF indi-
cator, assure that the switch has been po-
sitioned to present ADF information.
(2) Tune to the desired station.
(3) Adjust the volume control to an appropri-
ate level.
(4) Rotate loop antenna and determine that
only one null is received.
(5) Check that the ADF needle points towards
the station. If the aircraft is situated
among buildings or any other large re-
flecting surfaces, the ADF needle may in-
dicate an error as a result of a reflected
signal.
RADAR BEACON TRANSPONDER
The radar beacon transponder system is used in
conjunction with a ground base surveillance radar
to provide positive aircraft identification directly on
the controllers radar scope.
The airborne equipment or transponder receives
a ground radar interrogation for each sweep of the
surveillance radar antenna and automatically dis-
patches a coded response. Civil transponders oper.
ate in two modes labeled Mode A and Mode
AC which are switch controlled. The flight identi-
fication code, a four-digit number, is assigned dur-
ing the flight planning procedure.
Some aircraft transponders are equipped with an
altitude encoding feature. The aircrafts altitutde is
transmitted to the ground station through the trans-
ponder. The mode selector switch is placed in the
AC mode when it is necessary to transmit altitude
information.
There are several different aircraft transponders
in use. They all perform the same function and are
basically the same electrically. The major differ-
ences are in construction; either a single unit or a
control unit for remotely operating the transponder.
A typical transponder is shown in figure 13-16.
The front panel of the illustrated transponder con-
tains all the switches and dials needed for opera-
tion.
FIGURE 13-16. Typical transponder system.
A short stub or covered stub antenna is used for
transponder operation and is usually mounted on
the lower surface of the aircraft fuselage.
To ground check the radar beacon transponder
the appropriate test equipment must be used.
DOPPLER NAVlGATlON SYSTEMS
Doppler navigational radar automatically and
continuously computes and displays ground speed
and drift angle of an aircraft in flight without the
aid of ground stations, wind estimates, or true air-
speed data. The Doppler radar does not sense direc-
tion as search radar does. Instead, it is speed con-
scious and drift-conscious. It uses continuous car-
rier wave transmission energy and determines the
forward and lateral velocity components of the air-
craft by utilizing the principle known as Doppler
effect.
The Doppler effect, or frequency change of a
signal, can be explained in terms of an approaching
530
and departing sound. As shown in figure 13-17, the
sound emitter is a siren located on a moving ambu-
lance and the receiver is the ear of a stationary
person. Notice the spacing between the emitter
when it is approaching and when it is departing
from the stationary receiver. When the sound waves
are closely spaced the listener hears a sound that is
higher in pitch. The reverse is true when the emitter
is moving away from the listener. Doppler radar
uses the frequency change phenomenon just de-
scribed, except in the radio frequency range.
Median spacing if vehicle
were stationary
Sound waves equally
Vehicle-
Vehicle -
approaching departing
FIGURE 13-17. Doppler effect with sound waves.
The Doppler radar emits narrow beams of energy
at one frequency, and these waves of energy strike
the earths surface and are reflected. Energy waves
returning from the earth are spaced differently than
the waves striking the earth. The earth-returned
energy is intercepted by the receiver and compared
with the outgoing transmitter energy. The differ-
ence, due to Doppler effect, is used to develop
ground speed and wind drift angle information.
A ground operational check of a Doppler system
consists of setting a precise airspeed, and a devia-
tion angle which will give a distance-off-course
reading. Always refer to the equipment manufactur-
ers instruction manual or the aircrafts operation
manual for the proper test procedure.
INERTIAL NAVIGATION SYSTEM
The intertial navigation system is presently being
used on large aircraft as a long-range navigation
aid. It is a self-contained system and does not re-
quire signal inputs from ground navigational facili-
ties. The system derives attitude, velocity, and head-
ing information from measurement of the aircrafts
accelerations. Two accelerometers are required, one
referenced to north and the other to east. The accel-
rometers (figure 13-18) are mounted on a gyro-
stabilized unit, called the stable platform, to avert
the introduction of errors resulting from the accel-
eration due to gravity.
An inertial navigation system is a complex system
containing four basic components. They are:
(1) A stable platform which is oriented to
maintain accelerometers horizontal to the
earths surface and provide azimuth orien-
tation.
(2) Accelerometers arranged on the platform
to supply specific components of accelera-
tion.
(3) Integrators which receive the output from
the accelerometers and furnish velocity
and distance.
(4) A computer which receives signals from
the integrators and changes distance trav-
eled to position in selected coordinates.
The diagram in figure 13-18 shows how these
components are linked together to solve a naviga-
tion problem. Initial conditions are set into the
system and the navigation process is begun. In iner-
tial navigation, the term initialization is used to
denote the process of bringing the system to a set of
Accelerometer
y5Gzd
1 st
s
Integrators 2nd
Velocity
s
Correction signal to level platform
Stabilized platform
FIGURE 13-18. A basic inertial navigation system.
531
Computer
initial conditions from which it can proceed with
the navigation process. These conditions include
leveling the platform, aligning the azimuth refer-
ence, setting initial velocity and position, and mak-
ing any computations required to start the naviga-
tion.
Although all inertial navigation systems must be
initialized, the procedure varies according to the
equipment and the type aircraft in which it is in-
stalled. The prescribed initialization procedures are
detailed in the appropriate manufacturers manuals.
From the diagram it can be seen that the acceler-
ometers are maintained in a horizontal position to
the earths surface by a gyro-stabilized platform. As
the aircraft accelerates, a signal from the accelerom-
eter is sent to the integrators. The output from the
integrators, or distance, is then fed into the com-
puter, where two operations are performed. First, a
position is determined in relation to the preset flight
profile, and second, a signal is sent back to the
platform to position the accelerometer horizontally
to the earths surface. The output from high-speed
gyros and accelerometers, when connected to the
flight controls of the aircraft, resists any changes in
the flight profile.
AlRBORNE WEATHER RADAR SYSTEM
Radar (radio detection and ranging) is a device
used to see certain objects in darkness, fog, or
storms, as well as in clear weather. In addition to
the appearance of these objects on the radar scope,
their range and relative position are also indicated.
Radar is an electronic system using a pulse trans-
mission of radio energy to receive a reflected signal
from a target. The received signal is known as an
echo; the time between the transmitted pulse and
received echo is computed electronically and is dis-
played on the radar scope in terms of nautical
miles.
A radar system (figure 13-19) consists of a
transceiver and synchronizer, an antenna installed
in the nose of the aircraft, a control unit installed
in the cockpit, and an indicator or scope. A wave-
guide connects the receiver/transmitter to the an-
tenna.
In the operation of a typical weather radar sys-
tem, the transmitter feeds short pulses of radio-fre-
quency energy through a waveguide to the dish
antenna in the nose of the aircraft. In one typical
installation the antenna radiates the energy in a
beam 3.8 wide. Part of the transmitted energy is
reflected from objects in the path of the beam and
RCURE H-19. Weather radar system diagram.
is received by, the dish antenna. Electronic switch-
ing simultaneously connects the antenna to the
transmitter and disconnects the receiver during
pulse transmission. Following the completion of
pulse transmission, the antenna is switched from the
transmitter to the receiver. The switching cycle is
performed for each transmitted pulse.
The time required for radar waves to reach tbe
target and reflect to the aircraft antenna is directly
proportional to the distance of the target from the
aircraft. The receiver measures the time interval
between transmission of radar signals and reception
of reflected energy and uses this interval to repra
sent the distance, or range, of the target.
Rotation or sweep of the antenna and radar beam
gives azimuth indications. The indicator sweep
trace rotates in synchronization with the antenna.
The indicator displai shows the area and the rela-
tive size of targets, whose azimuthal position is
shown relative to the line of flight.
The weather radar increases safety in flight by
enabling the operator to detect storms in the flight
path in order to chart a course around them. The
terrain-mapping facilities of the radar show shore-
lines, islands, and other topographical features
along the flight path. These indications are pre-
sented on the visual indicator in range and azimuth
relative to the heading of the aircraft.
An operational check consists of the following:
(1) Tow or taxi the aircraft clear of all build-
ings and parked aircraft.
532
(2) Apply power to the equipment, and allow
sufficient warmup time.
(3) Tilt the antenna to an upward position.
(4) Check the scan on the radar scope for an
indication of targets.
RADIO ALTIMETER
Radio altimeters are used to measure the distance
from the aircraft to the ground. This is accom-
plished by transmitting radio frequency energy to
the ground and receiving the reflected energy at the
aircraft. Most modern day altimeters are pulse type
and the altitude is determined by measuring the
time required for the transmitted pulse to hit the
ground and return. The indicating instrument will
indicate the true altitude of the aircraft, which is its
height above water, mountains, buildings, or other
objects on the surface of the earth.
The present day generation of radio altimeters
are primarily used during landing and are a Cate-
gory II requirement. The altimeter provides the
pilot with the altitude of the aircraft during ap
preach. Altimeter indications determine the decision
point whether to continue to land, or execute a
climb-out.
A radio altimeter system (figure H-20) consists
t
Radio altimeter
I
*Power
source
FIGURE 13-20. Typical radio altimeter system diagram.
of a transceiver, normally located in an equipment
rack, an indicator installed in the instrument panel
and two antennas located on the belly of the air-
craft.
EMERGENCY LOCATOR TRANSMITTER (ELT)
Emergency locator transmitters are self-contained,
self-powered radio transmitters ,designed to transmit
a signal on the international distress bands of
121.5 MHz (civilian) and 243 MHz (military).
FIGURE 13-21. Emergency locator transmitter (ELT) .
Operation is automatic on impact. The transmitter
may also be activated by a remote switch in the
cockpit or a switch integral with the unit. If the
G force switch in the transmitter is activated
from impact it can be turned off only with the
switch on the case. (See figure 13-21.)
Transmitter
The transmitter may be located anywhere within
the aircraft, but the ideal location is, as far aft as
possible but just forward of the vertical fin. It
must be accessible to permit monitoring the re-
placement date of the battery and for arming or
disarming of the unit. A remote control arm/
disarm switch may be installed in the cockpit.
The external antenna must be installed as far as
practicable from other antennas to prevent inter-
action between avionics systems.
Batteries
Batteries are the power supply for emergency
locator transmitters. When activated, the battery
must be capable of furnishing power for signal
transmission for at least 48 hours. The useful life of
the battery is the length of time which the battery
may be stored without losing its ability to con-
tinuously operate the ELT for 48 hours. This
useful life is established by the battery manu-
facturer ; batteries must be changed or recharged
as required at 5Oyo of the batterys useful life.
This gives reasonable assurance that the ELT will
operate if activated. The battery replacement date
must be marked on the outside of the transmitter.
This time is computed from the date of manufac-
ture of the battery.
Batteries may be nickel-cadmium, lithium, mag-
nesium dioxide, dry-cell batteries. Wet cell bat-
teries have an unlimited shelf life until liquid is
added. At that time their life in an ELT is regu-
lated the same as dry cell batteries-change at
5070 of shelf life. When replacing batteries use
only those recommended by the manufacturer of
the ELT. Do not use flashlight type batteries as
their condition and useful life are unknown.
Testing
Testing of ELTs should be coordinated with the
nearest FAA Tower or Flight Service Station and
establish coordination for the test. Tests should
be conducted only during the first five minutes of
any hour and should be restricted to 3 audio
sweeps. Any time maintenance is performed in
the vicinity of the ELT, the VHF communication
receiver should be tuned to 121.5 MHz and listen
for ELT audio sweeps. If it is determined the
ELT is operating, it must be turned off imme-
diately.
False Alarms
False alarms have caused many of the problems
with ELTs. Battery failures, with resulting cor-
rosion of the unit results in either a complete
failure or an unwanted transmission. Another
type of unwanted transmission is the result of
careless handling by the operators of the aircraft.
Test Equipment
Two monitors are available for identifying
and/or locating unwanted ELT transmissions. A
miniature scanning receiver may be mounted in
the cockpit to warn the pilot if his ELT is trans-
mitting. The other is a small portable ELT locator
for use at general aviation airports to assist in
finding an aircraft whose transmitter has acci-
dentally become activated.
The operation of an ELT can be verified by tun-
ing a communication receiver to the civil emergency
frequency (121.5 MHz) and activating the ELT.
Turn the ELT off immediately upon receiving a
signal in the communication receiver.
In all maintenance and testing of ELTs the
manufacturers instructions must be followed.
INSTALLATION OF COMMUNICATION AND
NAVIGATION EQUIPMENT
There are many factors which the mechanic must
consider prior to altering an aircraft by the addi-
tion of radio equipment. These factors include the
space available, the size and weight of the equip-
ment, and previously accomplished alterations. In
addition, the power consumption of the added
equipment must be calculated to determine the max-
imum continuous electrical load. Each installation
should be planned to allow easy access for inspec-
tion, maintenance, and exchange of units.
The installation of radios is primarily mechani-
cal, involving sheet metal work in mounting the
radios, racks, antennas, and controls. Routing of
the interconnecting wires, cables, antenna leads,
etc., is also an important part of the installation
process. When selecting a location for the equip
ment, first consider the areas designated by the
airframe manufacturer. If such information is not
available, or if the aircraft does not contain provi-
sions for adding equipment, select an area that will
carry the loads imposed by the weight of the equip-
ment, and which is capable of withstanding the
additional inertia forces.
534
7
/ y Machine screws and
. . . . . . . .
ITRear case smmort / ! / Ii1
Rivets or machine screws- 101
and self-locking nuts.
Y
Y
FIGURE 13-22. Typical radio installation in a
stationary instrument panel.
If the radio is to be mounted in the instrument
panel and no provisions have been made for such
an installation, determine if the panel is primary
structure prior to making any cutouts. To minimize
the load on a stationary instrument panel, install a
support bracket (figure 13-22) between the rear of
the radio case or rack and a nearby structural
member of the aircraft.
The radio equipment must be securely mounted
to the aircraft. All mounting bolts must be secured
by locking ,devices to prevent loosening from vibra-
tion.
Adequate clearance between the radio equipment
and the adjacent structure must be provided to pre-
vent mechanical damage to electric wiring or radio
equipment from vibration, chafing, or shock land-
ing.
Do not locate radio equipment and wiring near
units containing combustible fluids. When separa-
tion is impractical, install baffles or shrouds to pre-
vent contact of the combustible fluids with radio
equipment in the event of a plumbing failure.
Cooling and Moisture
The performance and service life of most radio
equipment is seriously limited by excessive ambient
temperatures. The installation should be planned SO
that the radio equipment can dissipate its heat read-
ily. In some installations it may be necessary to
produce an airflow over the radio equipment, either
with a blower or through the use of a venturi.
The presence of water in radio equipment pro-
motes rapid deterioration of the exposed compo-
nents. Some means must be provided to prevent the
entry of water into the compartments housing the
radio equipment.
Vibration Isolation
Vibration is a continued motion caused by an
oscillating force. The amplitude and frequency of
vibration of the aircraft structure will vary consid-
erably with the type of aircraft.
Radio equipment is sensitive to mechanical shock
and vibration and is normally shock-mounted to
provide some protection against in-flight vibration
and landing shock.
When special mounts (figure 13-23) are used to
isolate radio equipment from vibrating structure,
such mounts should provide adequate isolation over
the entire range of expected vibration frequencies.
When installing shock mounts, assure that the
equipment weight does not exceed the weight-carry
ing capabilities of the mounts.
FIGURE 13-23. Typical shock-mounted base.
Radios installed in instrument panels do not ordi-
narily require vibration protection, since the panel
itself is usually shock-mounted. However, make cer-
tain that the added weight can be safely carried by
the existing mounts. In some cases it may be neces-
sary to install larger capacity mounts or to increase
the number of mounting points.
Radio equipment installed on shock mounts must
have sufficient clearance from surrounding equip-
ment and structure to allow for normal swaying of
the equipment.
Periodic inspection of the shock mounts is re-
quired, and defective mounts should be replaced
with the proper type. The factors to observe during
the inspection are: (1) Deterioration of the shock-
535
absorbing material, (2) stiffness and resiliency of
the material, and (3) overall rigidity of the mount.
If the mount is too stiff, it may not provide ade-
quate protection against the shock of landing. If the
mount is not stiff enough, it may allow prolonged
vibration following an initial shock.
Shock-absorbing materials commonly used in
shock mounts are usually electrical insulators. For
this reason, each electronic unit mounted with
shock mounts must be electrically bonded to a struc-
tural member of the aircraft, similar to that shown
in figure 13-24. This may also be accomplished by
using sheets of high-conductivity metal (copper or
aluminum) where it is impossible to use a short
bond strap.
FIGURE 13-24. Typical shock mount bonding jumper.
REDUCING RADIO INTERFERENCE
Suppression of radio interference is a task of first
importance. The problem has increased in propor-
tion to the complexity of both the electrical system
and the electronic equipment. Almost every compo-
nent of the aircraft is a possible source of radio
interference. Radio interference of any kind deteri-
orates the performance and reliability of the radio
and electronic systems.
Isolation is the easiest and most practical method
of radio noise suppression. This involves separating
the source of radio noise from the input circuits of
the affected equipment. In many cases, the noise in
a receiver may be entirely eliminated simply by
moving the antenna lead-in wire just a few inches
away from the noise source. Some of the sources of
radio interference in aircraft are rotating electrical
devices, switching devices, ignition systems, propel-
ler control systems, a.c. powerlines, and voltage reg
ulators.
An aircraft can become highly charged with
static electricity while in flight. If the aircraft is
improperly bonded, all metal parts will not have the
same amount of charge. A difference of potential
will exist between various metal surfaces. The neu-
tralization of the charges flowing in paths of varia-
ble resistance, due to such causes as intermittent
contact from vibration or the movement of the con-
trol surf aces, will produce electrical disturbances
(noise) in the radio receiver.
Bonding provides the necessary electrical connec-
tion between metallic parts of an aircraft. Bonding
jumpers and bonding clamps are examples of bond-
ing connectors. Bonding also provides the low-res-
istance return path for single-wire electrical sys-
tems.
Bonding radio equipment to the airframe will
provide a low-impedance ground return and mini-
mize radio interference from static electricity
charges. Bonding jumpers should be as short as
possible and installed in such a manner that the
resistance ,does not exceed 0.003 ohm. When a
jumper is used only to reduce radio noise and is
not for current-carrying purposes, a resistance of
0.011 ohm is satisfactory.
The aircraft structure is also the ground for the
radio. For the radio to function correctly, a proper
balance must be maintained between the aircraft
structure and the antenna. This means the surface
area of the ground must be constant. Control sur-
faces, for example, may at times become partially
insulated from the remaining structure. This would
affect radio operation if the condition was not alle-
viated by bonding.
Shielding is one of the most effective methods of
suppressing radio noise. The primary object of
shielding is to electrically contain the radio fre-
quency noise energy. In practical applications, the
noise energy is kept flowing along the inner surface
of the shield to ground instead of radiating into
space. The use of shielding is particularly effective
in situations where filters cannot be used. A good
example of this is where noise energy radiates from
a source and is picked up by the various circuits
that eventually connect to the receiver input cir-
cuits. It would be impractical to filter all of the
leads or units that are affected by the radiated noise
energy; thus the application of effective shielding at
the noise source itself is preferred, for it eliminates
the radiated portion of the noise energy by confin-
ing it within the shield at its source.
536
Ignition wiring and spark plugs are usually
shielded to minimize radio interference. If an intol-
erable radio noise level is present despite shielding,
it may be necessary to provide a filter between the
magneto and magneto switch to reduce the noise.
This may consist of a single bypass capacitor or a
combination of capacitors and choke coils. When
this is done, the shielding between the filter and
magneto switch can usually be eliminated.
The size of a filter may vary widely, depending
on the voltage and current requirements as well as
the degree of attenuation desired. Filters are
usually incorporated in equipment known to gener-
ate radio interference, but since these filters are
often inadequate it is frequently necessary to add
external filters.
Static Discharger Wicks
Static dischargers are installed on aircraft to
reduce radio receiver interference. This interference
is caused by corona discharge emitted from the
aircraft as a result of precipitation static. Corona
occurs in short pulses which produce noise at the
radio frequency spectrum. Static dischargers, nor-
mally mounted on the trailing edges of the control
surfaces, wing tips, and vertical stabilizer, dis-
charge the precipitation static at points a critical
length away from the wing and tail extremities
where there is little or no coupling of the static into
the radio antenna.
Three major types of static dischargers are in
use :
Flexible and semiflexible dischargers are attached
(1) Flexible vinyl-covered, silver- or carbon-
impregnated braid.
(2) Semiflexible metallic braid.
(3) Null-field.
inner braid of vinyl covered dischargers should ex-
tend beyond the vinyl covering. Null-field dischar-
gers (figure 13-25) are riveted and epoxy bonded
to the aircraft structure. A resistance measurement
from the mount to the airfrace should not exceed
0.1 ohm.
INSTALLATION OF AIRCRAFT ANTENNA SYS-
TEMS
An introductory knowledge of radio equipment is
a valuable asset to the aviation mechanic, especially
a knowledge of antenna installation and mainte-
nance, since these tasks are often performed by the
mechanic.
Antennas take many forms and sizes dependent
upon the job they are to perform. Airborne anten-
nas should be mechanically secure, mounted in in-
terference-free locations, have the same polarization
as the ground station, and be electrically matched
to the receiver or transmitter which they serve.
The following procedures describe the installa-
tion of a typical rigid antenna:
(1) Place a template similar to that shown in
figure 13-26 on the fore-and-aft center
line at the desired location. Drill the
mounting holes and correct diameter hole
for the transmission line cable in the fuse-
lage skin.
Sufficient size to
accommodate transmission
y5$--=
to the aircraft by metal screws and should be peri-
odically checked for tightness. At least 1 in. of the
No. 18 drill /
Aluminum retainer (bonded)
FIGURE 13-25. Null-field static discharger.
FIGURE 13-26. Typical antenna mounting template.
(2) Install a reinforcing doubier of sufficient
thickness to reinforce the aircraft skin.
The length and width of the reinforcing
plate should approximate the example
shown in figure 13-27.
(3) Install the antenna on the fuselage, making
sure that the mounting bolts are tightened
firmly against the reinforcing doubler and
537
Antenna
View A-A
Reinforcing doubler
Alclad 2024-T3
Approximately one
inch spacing of
5 min dia rivet . .
---A-
1% edge histance min.
FIGURE 13-27. Typical antenna installation on a skin panel.
the mast is drawn tight against the gasket.
If a gasket is not used, seal between the
mast and the fuselage with a suitable
sealer, such as zinc chromate paste, or
qllal.
The mounting bases of antennas vary in shape
and sizes; however, the aforementioned installation
procedure is typical and may be used for mast-type
antenna installations.
Transmission lines
A transmitting or receiving antenna is connected
directly to its associated transmitter or receiver by
wire(s) which are shielded. The interconnecting
shielded wire(s) are called a coaxial cable which
connects the antenna to the receiver or transmitter.
The job of the transmission line (coaxial cable) is
to get the energy to the place where it is to be used
and to accomplish this with minimum energy loss.
A transmission line connects the final power ampli-
fier of a transmitter to the transmitting antenna. The
transmission line for a receiver connects the antenna
to the first tuned circuit of the receiver. Transmis-
sion lines may vary from only a few feet to several
feet in length.
Transponders, DME, and other pulse type trana-
ceivers require transmission lines that are precise in
length. The critical length of the transmission lines
provides minimum attenuation of the transmitted or
received signal. Refer to the equipment manufacture
installation manual for type and allowable length of
transmission lines.
Coaxial cable is utilized in most airborne installa-
tions for transmission lines. Coaxial cable is an
unbalanced line that functions with a balanced an-
tenna. To provide the proper impedance matching
and the most efficient power transfer a balun is
used. The balun is an integral part of the antenna
and is not visible without disassembling the an-
tenna.
When installing coaxial cable (transmission
lines) secure the cables firmly along their entire
length at intervals of approximately 2 ft. To assure
optimum operation, coaxial cables should not be
routed or tied to other wire bundles. When bending
coaxial cable, be sure that the bend is at least 10
times the size of the cable diameter.
Maintenance Procedures
Detailed instructions, procedures, and specifica-
tions for the servicing of radio equipment are con-
tained in the manufacturers operation and service
manuals. In addition, instructions for removal and
installation of the units are contained in the mainte-
nance manual for the aircraft in which the equip-
ment is installed.
Although installation appears to be a simple pro-
cedure, many radio troubles can be attributed to
carelessness or oversight when replacing radio
eiuipment. Specific instances are loose cable
connections, switched cable terminations, improper
bonding, lack of or iFproper safety wiring, or fail-
ure to perform an operational check after installa-
tion.
Two additional points concerning installation of
equipment needs emphasis. Prior to re-installing
any unit, inspect its mounting for proper condition
of shock mounts and bonding straps. After installa-
tion, safety wire as appropriate.
NEED FOR OXYGEN
Oxygen is essential for most living processes.
Without oxygen, men and other animals die very
rapidly. But before this extreme state is reached, a
reduction in normal oxygen supplies to the tissues
of the body can produce important changes in body
functions, thought processes, and degree of con-
sciousness. The sluggish condition of mind and
body caused by a deficiency or lack of oxygen is
called hypoxia. There are several causes of hypoxia,
but the one which concerns aircraft operations is
the decrease in partial pressure of the oxygen in the
lungs.
The rate at which the lungs absorb oxygen de-
pends upon the oxygen pressure. The pressure that
oxygen exerts is about one-fifth of the total air
pressure at any one given level. At sea level, this
pressure value (3 p.s.i.) is sufficient to saturate the
blood. However, if the oxygen pressure is reduced,
either from the reduced atmospheric pressure at
altitude or because the percentage of oxygen in the
air breathed decreases, then the quantity of oxygen
in the blood leaving the lungs drops and hypoxia
follows.
From sea level to 7,000 ft. above sea level, the
oxygen content and pressure in the atmosphere re-
main sufficiently high to maintain almost full satu-
ration of the blood with oxygen and thus ensure
normal body and mental functions.
At high altitude there is decreased barometric
pressure, resulting in decreased oxygen content of
the inhaled air. Consequently, the oxygen content of
the blood is reduced.
At 10,000 ft. above sea level oxygen saturation of
the blood is about 90%. Long exposure at this alti-
tude will result in headache and fatigue. Oxygen
saturation drops to 81% at 15,000 ft. above sea
level. This decrease results in sleepiness, headache,
blue lips and fingernails, impaired vision and judg
ment, increased pulse and respiration, and certain
personality changes.
At 22,000 ft. above sea level the blobd saturation
is 68% and convulsions are likely to occur. Remain-
CHAPTER 14
CABIN ATMOSPHERE CONTROL SYSTEM
ing without an oxygen supply at 25,000 ft. for 5
minutes where the blood saturation is down to 55 to
50% will cause unconsciousness.
COMPOSITION OF THE ATMOSPHERE
The mixture of gases commonly called air but
more technically termed atmosphere is composed
principally of nitrogen and oxygen, but there are
smaller quantities of other important gases, notable
carbon dioxide, water vapor, and ozone. Figure
l&l indicates the respective percentage of the
quantity of each gas in its relation to the total
mixture.
Other gases 1%
I
FIGURE 14-1. The gases of the atmosphere.
As the altitude increases, the total quantity of all
the atmospheric gases reduces rapidly, and, except
for water vapor and ozone, the relative proportions
of the gaseous mixture remain unchanged up to
about 50 miles altitude, or slightly above. Above 50
miles altitude, changes do take place, and different
539
gases and new forms of the gases present at lower.
altitudes appear.
Nitrogen is the most common gas and comprises
78% of the total mixture of atmospheric gases.
However, insofar as man is concerned nitrogen is
an inert gas which cannot he used directly for his
own life processes. But biologically it is of immense
importance because many compounds containing ni-
trogen are essential to all living matter.
Oxygen and its importance cannot be overesti-
mated. Without oxygen, life as we know it cannot
exist. Oxygen occupies 21% of the total mixture of
atmospheric gases.
Carbon dioxide is of biological interest. The
small quantity in the atmosphere is utilized by the
plant world to manufacture the complex substance
which animals use as food. Carbon dioxide also
helps in the control of breathing in man and other
animals.
Water vapor in the atmosphere is variable, but,
even under the moist conditions at sea level, it
rarely exceeds 5% ; yet this gas absorbs far more
energy from the sun than do the other gases. Va-
por is not the only form in which water occurs in
the atmosphere; water and ice particles are nearly
always present. These ice particles also absorb en-
ergy and, with water vapor, play an important part
in the formation of atmospheric and weather condi-
tions.
Ozone is a variety of oxygen which contains
three atoms of oxygen per molecule rather than the
usual two. The major portion of the ozone in the
atmosphere is formed by the interaction of oxygen
and the suns rays near the top of the ozone layer.
Ozone is also produced by electrical discharges,
and the peculiar odor of ozone, which is somewhat
like that of weak chlorine, can be detected after
lightning storms. Auroras and cosmic rays may also
produce ozone. Ozone is of great consequence to
both living creatures on earth and to the circulation
of the upper atmosphere. Ozone is important to
living organisms because it filters out most of the
suns ultraviolet radiation.
Pressure of the Atmosphere
The gases of the atmosphere (air), although in-
visible, have weight just like that of solid matter.
The weight of a column of air stretching from the
surface of the earth out into space is called the
atmospheric pressure. If this column is 1 sq. in., the
weight of air at sea level is approximately 14.7 lbs.;
and the atmospheric pressure, therefore, can be
stated as 14.7 p.s.i. at sea level. Another common
way of stating the atmospheric pressure is to give
the height of a column of mercury which weighs the
same as a column of the atmosphere of the same
cross sectional area. When measured this way, the
atmospheric pressure at sea level is normally 1013.2
millibars, or 29.92 in. Hg.
The atmospheric pressure decreases with increas-
ing altitude. The reason for this is quite simple: the
column of air that is weighed is shorter. How the
pressure changes for a given altitude is shown in
figure 14-2. The decrease in pressure is a rapid
one, and at 50,000 feet the atmospheric pressure
has dropped to almost one-tenth of the sea level
value. At a few hundred miles above the earth, the
air has become so rarefied (thin) that the atmos-
phere can be considered nonexistent, but the line of
demarcation with space is very vague.
FIGURE 14-2. How the atmospheric pressure decreases with
altitude. For example, at sea level the pressure is 14.7
p.s.i; while at 40,000 ft., as the dotted lines show, the
pressure is only 2.72 p.s.i.
Temperature and Altitude
The variations in atmospheric temperature near
the earth are well known and need no discussion.
However, at high altitudes the atmospheric tempera-
ture is not so variable but tends to have a more set
pattern.
The meteorologist finds it convenient to define,
somewhat arbitrarily, the atmosphere as being made
up of several layers. The lowest of these is called
the troposphere. The air temperature decreases with
540
increasing altitude in the troposphere and reaches a
definite minimum at the top of the layer. The top of
the troposphere is called the tropopause. The tropo-
pause reaches its greatest height over the equator
(about 60,000 ft.) and its lowest height over the
poles (about 30,000 ft.). The tropopause marks the
point at which air temperature stops decreasing
with increasing altitude, and remains essentially
constant.
The atmospheric layer above the tropopause is
called the stratosphere. The lower stratosphere is an
isothermal (constant temperature) region in which
the temperature does not vary with altitude. The
isothermal region continues up to about 82,000 to
115,000 ft. altitude. Above this level, the tempera-
ture increases sharply at the rate of about 1.5 C.
per 1,000 ft. The temperature reaches a peak at
about 164,000 to 197,000 ft. altitude. Above the
197,000 ft. altitude (approximately), the tempera-
ture decreases again, reaching a minimum of
-10 F. to -100 F. at about 230,000 to 262,000
ft. altitude. Above this level, the temperature again
increases and apparently continues to increase until
the edge of space.
The foregoing paragraphs have presented a gen-
eral knowledge of the atmosphere. It is obvious that
a means of preventing hypoxia and its ill effects
must be provided. When the atmospheric pressure
falls below 3 p.s.i. (approximately 40,000 ft.), even
breathing pure oxygen is not sufficient.
The low partial pressure of oxygen, low ambient
air pressure, and temperature at high altitude make
it necessary to create the proper environment for
passenger and crew comfort. The most difficult
problem is maintaining the correct partial pressure
of oxygen in the inhaled air. This can be achieved
by using oxygen, pressurized cabins, or pressure
suits. The first and second methods are used exten-
sively in civil aviation.
Pressurization of the aircraft cabin is now the
accepted method of protecting persons against the
effects of hypoxia. Within a pressurized cabin, peo-
ple can be transported comfortably and safely for
long periods of time, particularly if the cabin alti-
tude is maintained at 8,000 ft., or below, where the
use of oxygen equipment is not required. However,
the flight crew in this type of aircraft must be
aware of the danger of accidental loss of cabin
pressure and must be prepared to meet such an
emergency whenever it occurs.
PRESSURIZATION
When an aircraft is flown at a high altitude, it
burns less fuel for a given airspeed than it does for
the same speed at a lower altitude. In other words,
the airplane is more efficient at a high altitude. In
addition, bad weather and turbulence can be
avoided by flying in the relatively smooth air above
the storms. Aircraft which do not have pressuriza-
tion and air conditioning systems are usually lim-
ited to the lower altitudes.
A cabin pressurization system must accomplish
several functions if it is to assure adequate passen-
ger comfort and safety. It must be capable of main-
taining a cabin pressure altitude of approximately
8,000 ft. at the maximum designed cruising altitude
of the aircraft. The system must also be designed to
prevent rapid changes of cabin altitude which may
be uncomfortable or injurious to passengers and
crew. In addition, the pressurization system should
permit a reasonably fast exchange of air from in-
side to outside the cabin. This is necessary to elimi-
nate odors and to remove stale air.
In the typical pressurization system, the cabin,
flight compartment, and baggage compartments are
incorporated into a sealed unit which is capable of
containing air under a pressure higher than outside
atmospheric pressure. Pressurized air is pumped
into this sealed fuselage by cabin superchargers
which deliver a relatively constant volume of air at
all altitudes up to a designed maximum. Air is
released from the fuselage by a device called an
outflow valve. Since the superchargers provide a
constant inflow of air to the pressurized area, the
outflow valve, by regulating the air exit, is the
major controlling element in the pressurization sys-
tem.
The flow of air through an outflow valve is deter-
mined by the degree of valve opening. This valve is
ordinarily controlled by an automatic system which
can be set by the flight crewmembers. A few simple
minor adjustments are required on the average
flight, but most of the time automatic controls need
only to be monitored. In the event of a malfunction
of the automatic controls, manual controls are also
provided. A schematic of a basic pressurization sys-
tem is shown in figure 14-3.
The degree of pressurization and, therefore, the
operating altitude of the aircraft are limited by
several critical design factors. Primarily the fuse-
lage is designed to withstand a particular maximum
cabin differential pressure. Cabin differential pres-
541
Pressure relief valves
Negative pressure valve -
- Cable control
, Air-conditioning unit
Cabin pressure
control valve \
Superchar
Cabin air inlet scoop Cabin air inlet scoop
Emergency depressurization valve Emergency depressurization valve
\ \
c
Combustion air
inlet scoop
inlet for cabin
heater
Emergency cabin altitude control
Emergency depressurization control
Pressurized area
FIGURE 14-3. Basic pressurization system.
sure is the ratio between inside and outside air
comes too great, structural damage to the fuselage
pressures and is a measure of the internal stress on
may occur. In addition, pressurization is limited by
the fuselage skin. If the differential pressure be-
the capacity of the superchargers to maintain a
542
constant volume of airflow to the fuselage. Ae alti-
tude is increased, the pressure of the air entering
the supercharger becomes less; consequently, the
superchargers have to work harder to accomplish
their part of the job. Eventually at some high alti-
tude the superchargers will reach their designed
limit of speed, power absorbed, or some other oper-
ating factor. The aircraft will normally not be flown
higher than these limits allow.
Preuurization Problems
There are many complex technical problems asso-
ciated with pressurized aircraft. Perhaps the most
difficult problems are in the design, manufacturing,
and selection of structural materials which will
withstand the great differential in pressure that ex-
ists between the inside and outside of a pressurized
aircraft when flying at high altitudes. If the weight
of the aircraft structure were of no concern, it
would be a relatively simple matter to construct a
fuselage which could withstand tremendous pres-
sures.
It is necessary to construct a fuselage capable of
containing air under pressure, yet be light enough
to allow profitable loading. As a general rule pres-
surized aircraft are built to provide a cabin pres-
sure altitude of not more than 8,000 ft. at maximum
operating altitude. If an aircraft is designed for
operation at altitudes over 25,000 ft., it must be
capable of maintaining a cabin pressure altitude of
15,000 ft., in the event of any reasonably likely
failure.
The atmospheric pressure at 8,000 ft. is approxi-
mately 10.92 p.s.i., and at 4Q,OOO ft. it is nearly
2.72 p.s.i. If a cabin altitude of 8,000 ft. is main-
tained in an aircraft flying at 40,000 ft. the differ-
ential pressure which the structure will have to
withstand is 8.20 p.s.i. (10.92 p.s.i. minus 2.72
p.s.i.). If the pressurized area of this aircraft con-
tains 10,090 sq. in., the structure will be subjected
to a bursting force of 82,090 lbs., or approximately
41 tons. In addition to designing the fuselage to
withstand this force, a safety factor of 1.33 must he
added. The pressurized portion of the fuselage will
have to be constructed to have an ultimate strength
of 109,060 lbs. (82,000 times 1.33), or 54.5 tons.
From the foregoing example it is not difficult to
grasp an idea of the difficulties encountered in de-
signing and building a fuselage structure which will
be light enough and strong enough at the same
time.
AIR CONDITlONING AND PRESSURIZATION SYS-
TEMS
The cabin air conditioning and pressurization
system supplies conditioned air for heating and
cooling the cockpit and cabin spaces. This air also
provides pressurization to maintain a safe, comfort-
able cabin environment. In addition to cabin air
conditioning, some aircraft equipment and equip-
ment compartments require air conditioning to pre-
vent heat buildup and consequent damage to the
equipment.
Some of the air conditioning systems installed in
modern aircraft utilize air turbine refrigerating
units to supply cooled air. These are called air cycle
systems. Other model aircraft utilize a compressed
gas cooling system. The refrigerating unit is a freon
type, quite similar in operation to a common house-
hold refrigerator. Systems utilizing this refrigera-
tion principle are called vapor cycle systems.
Terms and Definitions
The system which maintains cabin air tempera-
tures is the air conditioning system. The sources of
heat which make cabin air conditioning necessary
are: (1) Ram-air temperature, (2) engine heat, (3)
solar heat, (4) electrical heat, and (4) body heat.
It is necessary to become familiar with some
terms and definitions to understand the operating
principles of pressurization and air conditioning
systems. These are:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Absohe pressure. Pressure measured
along a scale which has zero value at a
complete vacuum.
Absohte temperature. Temperature meas-
ured along a scale which has zero value at
that point where there is no molecular
motion (-273.1 C. or 49.6 F.) .
Adiabatic. A word meaning no transfer of
heat. The adiabatic process is one in
which no heat is transferred between the
working substance and any outside
source.
Aircrajt altitude. The actual height above
sea level at which an aircraft is flying.
AmZ-hent temperature. The temperature in
the area immediately surrounding the
object under discussion.
Ambient pressure. The pressure in the
area immediately surrounding the object
under discussion.
Standard barometric pressure. The weight
of gases in the atmosphere sufhcient to
543
Flight
deck
~mmmmmmmm
supply
v : i Foot warmers
q&r Flnnr mrtl&.
i
A
^ __ . I_--_
A iegulat ing valve
lm) Roof outlet
External conditioned
air supply
A Conditioned air to cabin
, i through wall outets
Ram A
n
TO cold air louvers
Ravir yv Rag air
Temnerature
9~qqJ 24g E
Refrigeration
Flow cmtrol valve > Flow control valve
Heat exchanger
d-zig
j--
L
Pressure relief I
valve M
I
J---
Pressure reducing
valve
+Er;z;;i;jectio
k
Isolation valve
--
+
I
Pressure
reducing
valve
\
To water injection
turbopump
5
Isolation valve
I
t.,
u-
I I,,,
-_
Constant speed -.
drive and starter drive and starter
m Hot air
- Cold air
FIGURE 14-4. Typical pressurization and air conditioning system.
Air delivery
valve
A.P.U.
kf
Heat exchanger
/
!--I
Ground
1 connection
*T---
-$esseure relief
m--m Conditioned air
---
Cooling air
--- .c
hold up a column of mercury 760 millime-
ters high (approximately 30 in.) at sea
level (14.7 p.s.i.) . This pressure decreases
with altitude.
(8) Cabin altitude. Used to express cabin
pressure in terms of equivalent altitude
above sea level.
(9) Differential pressure. The difference in
pressure between the pressure acting on
one side of a wall and the pressure acting
on the other side of the wall. In aircraft
air conditioning and pressurizing systems,
it is the difference between cabin pressure
and atmospheric pressure.
(10) Gage pressure. A measure of the pressure
in a vessel, container, or line, as compared
to ambient pressure.
(11) Ram-air temperature r&z. The increase in
temperature created by the ram compres-
sion on the surface of an aircraft travel-
ing at a high rate of speed through the
atmosphere. The rate of increase is pro-
portional to the square of the speed of the
object.
(12) Temperature scaks.
(a) Centrigde. A scale on which 0 C.
represents the freezing point of
water, and RIO0 C. is equivalent to
the boiling point of water at sea
level.
(b) Fahrenheit. A scale on which 32 F.
represents the freezing point of
water, and 212 F. is equivalent to
the boiling point of water at sea
level.
BASIC REQUIREMENTS
Five basic requirements for the successful func-
tioning of a cabin pressurization and air condition-
ing system are:
(1) A source of compressed air for pressuriza-
tion and ventilation. Cabin pressurization
sources can be either engine-driven com-
pressors, independent cabin superchar-
gers, or air bled directly from the engine.
(2) A means of controlling cabin pressure by
regulating the outflow of air from the
cabin. This is accomplished by a cabin
pressure regulator and an outflow valve.
(3) A method of limiting the maximum pres-
sure differential to which the cabin pres-
surized area will be subjected. Pressure
relief valves, negative (vacuum) relief
valves, and dump valves are used to
accomplish this.
(4) A means of regulating (in most casea cool-
ing) the temperature of the air being dis-
tributed to the pressurized section of the
airplane. This is accomplished by the re-
frigeration system, heat exchangers, con-
trol valves, electrical heating elements,
and a cabin temperature control system.
(5) The sections of the aircraft which are to
be pressurized must be sealed to reduce
inadvertent leakage of air to a minimum.
This area must also be capable of safely
withstanding the maximum pressure dif-
ferential between cabin and atmosphere to
which it wilI be subjected.
Designing the cabin to withstand the pressure
differential and hold leakage of air within the limits
of the pressurization system is primarily an air-
frame engineering and manufacturing problem.
In addition to the components just discussed, var-
ious valves, controls, and allied units are necessary
to complete a cabin pressurizing and air condition-
ing system. When auxiliary systems such as wind-
shield rain-clearing devices, pressurized fuel tanks,
and pressurized hydraulic tanks are required, addi-
tional shutoff valves and control units are neces-
sary.
Figure 144 shows a schematic diagram of a
pressurization and air conditioning system. The
exact details of this system are peculiar to only one
model of aircraft, but the general concept is similar
to that found in the majority of aircraft.
SOURCES OF CABIN PRESSURE
Reciprocating engine internal superchargers pro-
vide the simplest means of cabin pressurization.
This is accomplished by ducting air from a mani-
fold which supplies compressed air from a super-
charger to the pistons. This arrangement can be
used only when the engine carburetor is down-
stream of the supercharger. When the carburetor is
upstream of the supercharger, as is often the case,
this method cannot be used since the compressed air
contains fuel. Air for cabin pressurization can also
be ducted from a turbocharger used with a recipro-
cating engine.
There are several disadvantages in using these
two methods. The cabin air becomes contaminated
with fumes from lubricating oil, exhaust gases, and
fuel. Also, cabin pressurization at high altitude be-
545
comes impossible as the discharge pressure of the
supercharger decreases to nearly ambient. A third
disadvantage is the decrease in engine performance
near its design ceiling due to the air loss for cabin
pressurization.
With gas turbine engines tbe cabin can be pres-
surized by bleeding air from the engine compressor.
Usually the air bled from an engine compressor is
sufficiently free from contamination and can be
used safely for cabin pressurization. Even so, there
are several disadvantages when using bleed air
from turbine engine compressors. Among these dis-
advantages are: (1) The possibility of contamina-
tion of the air from lubricants or fuel in the event
of leakage, and (2) dependence of the air supply on
the engine performance.
Because of the many disadvantages associated
with the pressurizing sources previously described,
independent cabin compressors have been designed.\
These compressors can be engine driven through
accessory drive gearing or can be powered by bleed
air from a turbine engine compressor.
Generally, the compressors can be separated into
two groups, (1) positive-displacement compressors
and (2) centrifugal compressors.
Positive-Displacement Cabin Compressors (Su-
perchargers)
Included in this group are reciprocating compres-
sors, vane-type compressors, and Roots blowers.
The first two are not very suitable for aircraft cabin
pressurization because of the large quantity of oil
present in the air delivered to the cabin,
The action of a Roots-type blower (figure 14-5)
is based on the intake of a predetermined volume of
air, which is subsequently compressed and delivered
to the cabin duct.
The rotors are mounted in an airtight casing on
two parallel shafts. The lobes do not touch each
other or the casing, and both rotors turn at the
same speed. Air enters the spaces between the lobes,
is compressed, and is delivered to the cabin air
duct.
A cutaway view of a cabin supercharger is shown
in figure 14-6. The supercharger housing is usually
finned on the external surface to increase its cool-
ing area. The cooling effect is sometimes further
increased by shrouding the supercharger housing
and passing a stream of air through it. Air cooling
is also used to reduce the temperature of internal
parts. The cooling air is ducked through drilled
FIGURE 14-5. Schematic Roots-type cabin compressor.
passageways into the rotor cavities and is expelled
at the inlet side of the supercharger cover.
To achieve an oil-free delivery of air, the super-
charger bearings are contained in separate cham-
bers. The rotor shafts can be fitted with seals made
of oil-resistant rubber which prevents any lubricant
from entering the compressor casing. The use of
labyrinth seals permits a small amount of air leak-
age to ambient. Any drops of oil which may have
passed the rubber seal are thus blown back.
Positive displacement compressors emit a shrill
noise during their operation, because of the air
pulsations caused by the rotors. Silencers are used
with this type compressor to reduce the noise level.
Centrifugal Cabin Compressors
The operating principle of a centrifugal compres-
sor is based on increasing the kinetic energy of the
air passing through the impeller. With compressor
impeller rotation, the induced air is not only accel-
erated, but it is also compressed because of the
action of centrifugal force. The kinetic energy in
the air is then converted into pressure in the dif-
fuser. There are two basic types of diffusers: (1)
Vaneless, where the air enters the diffuser space
directly on leaving the impeller, and (2) those hav-
ing guide vanes. A schematic of a centrifugal cabin
compressor is shown in figure 14-7.
The cabin supercharger shown in figure 14-8 is
essentially an air pump. It incorporates a centrifu-
gal impeller similar to the supercharger in the in-
duction system of a reciprocating engine. Outside
546
Air inlet port
Driving rotor
I
Rotor case
Drive end cover \
FIGURE l&7. Centrifugal cabin compressor.
3r
Driven<eav
FIGURE 14-6. Cutaway view of a Roots-type cabin supercharger.
air at atmospheric pressure is admitted to the super-
charger by suitable scoops and ducts. This air is
then compressed by the high-speed impeller and
delivered to the fuselage. The superchargers are
usually driven by the engine through appropriate
gearing; however, turbojet aircraft utilize super-
chargers (turbocompressors) which are pneumati-
cally driven.
Engine-driven cabin superchargers are generally
mounted in the engine nacelle. The supercharger is
either splined directly to the engine accessory drive
or is connected to an accessory drive by a suitable
drive shaft. A mechanical disengaging mechanism is
usually incorporated in the drive system to permit
disconnecting the supercharger if it malfunctions.
The disengaging mechanism can be operated from
the flight deck by the crew. In most aircraft it is
not possible or permissible to re-engage the super-
charger in flight once it has been disconnected.
Engine-driven superchargers used on reciprocat-
547
FIGURE 14-8. Pictorial view of a centrifugal cabin
supercharger.
ing engine aircraft require a variable-ratio drive
mechanism. The gear ratio of these superchargers is
automatically adjusted to compensate for changes of
engine r.p.m. or outside atmospheric pressure. Nor-
mally, the gear ratio is eight to 10 times engine
speed when operating under cruising conditions.
The drive ratio is at a maximum when operating at
high altitude with low engine r.p.m.
Turbocompressors used on turbojet aircraft may
be located in the engine nacelles or in the fuselage.
There may be as many as four turbocompressors in
an aircraft. Turbocompressors consist of a turbine
rotated by air pressure which in turn rotates an
impeller. The compressed air supply used to operate
the turbocompressor is taken from the aircrafts
pneumatic system. Speed of the turbocompressor is
controlled by varying the supply of compressed air
to its turbine.
Cabin superchargers of all types contain their
own lubrication system. The lubricant used may be
the same type oil used for the engine, or it may be a
special oil similar to hydraulic fluid. Supercharger
bearings and gears are lubricated by pressure and
spray. Oil pressure is also used to operate the con-
trol system for the supercharger. The typical lubri-
cation system incorporates a pump, relief valve,
sump, cooling system, and sometimes a separate oil
tank.
High impeller speed is an important limitation in
all superchargers. When the tip speed of the im-
peller approaches the speed of sound, the impeller
rapidly loses its efficiency as an air pump. An
equally important limitation involves the back pres-
sure created in the outlet air ducts. If the back
pressure is excessive, the impeller may stall or
surge.
Supercharger Control
The function of the supercharger control system
is to maintain a fairly constant volume of air output
from the supercharger. This is accomplished in the
system used on reciprocating engine aircraft by
varying tbe drive ratio of the supercharger. The
drive ratio between tbe supercharger impeller and
the engine is varied to compensate for changes in
engine r.p.m. or atmospheric pressure. This is
achieved by an automatic mechanism which samples
the airflow output of the supercharger and, through
a variable-speed drive gearbox, adjusts the impeller
speed whenever the airflow output varies from a
preset value.
The amount of f.hp. (friction horsepower) taken
from the engine to drive the supercharger is de-
pendent upon the drive ratio. Losses are lowest
during low-ratio operation when the energy re-
quired to rotate the impeller is at a minimum.
Losses are approximately 75 f.hp. in high ratio and
25 f.hp. in low ratio. This loss is indicated at high
altitudes, where, the engines which drive the cabin
superchargers may require 3 or 4 in. Hg additional
manifold pressure to produce the same b.hp. (brake
horsepower) as that of other engines.
The speed of the supercharger impeller is there-
fore adjusted by the control system to maintain a
constant mass airflow output. If variables such as
altitude tend to increase or decrease the output, the
control mechanism causes a correction of the drive
ratio. Changes of drive ratio are furthermore damp
ened by various system refinements to prevent rapid
acceleration or deceleration which may result in
uncomfortable surges of pressurization.
Serious consequences may occur if the impeller
speed becomes higher than its designed maximum.
To protect the supercharger against such an occurr-
ence, the typical system has an overspeed governor.
This unit is similar to a propeller flyweight gover-
nor. The overspeed governor actuates a valve to
position the control mechanism to the low-ratio po-
548
sition. It works automatically to reduce impeller
r.p.m. when an overspeed occurs.
Some installations also have an electrically oper-
ated valve which positions the control mechanism to
the low-speed position. This minimum speed valve
may be operated manually from the flight deck or
automatically by a landing gear strut switch. It is
used primarily to reduce supercharger drive ratio
when pressurization is not being used or when
emergencies occur.
SUPERCHARGER INSTRUMENTS
The principal instrument associated with the su-
percharger is an airflow gage. This gage usually
measures the differential air pressure between the
input and the output of the supercharger. In some
cases there are two needles on the gage to indicate
input and output pressures on the same scale. The
airflow (or input and output pressure) gage indi-
cates the proper operation of the supercharger.
High readings, low readings, or fluctuating read-
ings indicate various types of malfunctions.
Oil pressure and oil temperature indications are
also made available by suitable instruments on the
flight deck. In some cases warning lights may be
used instead of, or in addition to, the actual gages.
Engine-driven cabin compressors are used on tur-
boprop aircraft. These compressors do not have a
variable-speed drive because the turboprop engine
operates at a relatively constant speed. The output
of this type compressor is controlled by automati-
cally varying the inlet airflow through an airflow-
sensing mechanism and a suitable inlet valve which
maintains a constant compressor airflow output.
Ordinarily a surge and dump valve is used at the
outlet of the compressor. In some systems rhis is the
only type of control employed for the compressor.
The surge and dump valve prevents surging of the
compressor by partially reducing output pressure
when system demands are heavy. The valve can also
completely dump output pressure when the engine-
driven compressor output is not needed. This valve
can be operated from the flight deck and is also
operated by various automatic control systems.
When the surge and dump valve is opened, the
engine-,driven cabin compressor output is dumped
overboard through suitable ducts.
Instruments used in conjunction with the engine-
driven compressor are similar to those used with the
variable-speed supercharger. An inlet and discharge
pressure gage measures compressor pressures. Com-
pressor high oil temperature and low oil pressure
are usually indicated by warning lights.
Turbocompressors used on turbojet aircraft are
similar in operation to the exhaust-driven turbo-
chargers used with some reciprocating engines.
Power derived from the aircrafts pneumatic system
is used to drive the turbine of the unit. Since the
turbocompressors do not rely upon direct engine
drive shafts, they can be placed either in the engine
nacelles or in the fuselage. Ordinarily multiple tur-
bocompressor units are used to provide the high
airflow needed by the large turbojet aircraft. The
output of the turbocompressor units is usually con-
trolled by varyin g the pneumatic supply to the tur-
bine.
The pneumatic air supply is obtained from the
compressor section of the turbojet engine. This air
supply is regulated to a constant pressure of ap
proximately 45 p.s.i. to 75 p.s.i. Pneumatic system
air pressure is also used to operate anti-icing and
other aircraft systems; therefore, various shutoff
valves and check valves are used to isolate inopera-
tive units of the turbocompressor system.
The turbocompressor output is controlled auto-
matically by an airflow control valve and servo-op-
erated inlet vanes. The inlet vanes control the pneu-
matic system air supply to the turbocompressor tur-
bine. The vanes open or close according to the air
pressure signal sensed at the airflow control valve,
and turbocompressor speed .is increased or de-
creased to maintain a relatively constant output air
volume. Turbocompressor speed will therefore in-
crease with altitude.
The principal turbocompressor control is a simple
on/off valve. This valve is located in the pneu-
matic air duct. In the off position it completely
closes off the pneumatic supply to the turbine. Var-
ious special circuits may also actuate this shutoff
valve when operation of the turbocompressor is not
desired.
Most tbrbocompressor units incorporate an over-
speed control. A typical overspeed control unit is a
simple flyweight governor which cause-s the turbo-
compressor to completely shut down when a certain
limiting r.p.m. is reached. Usually the pneumatic
duct shutoff valve is closed by the overspeed con-
trol. The turbocompressor system also uses a surge
and dump valve similar to that used for engine-
driven compressors.
The flight deck instruments are the same as those
used on engine-driven systems with the addition of
549
a tachometer which measures turbocompressor
speed. Turbocompressor speed on a typical aircraft
varies from approximately 20,000 r.p.m. at sea level
to 50,000 r.p.m. at 40,000 ft. The overspeed control
may be set at about 55,000 r.p.m.
PRESSURIZATION VALVES
The principal control of the pressurization system
is the outflow valve. This valve is placed in a pres-
surized portion of the fuselage, usually underneath
the lower compartments. The purpose of the valve is
to vent cabin air overboard through suitable open-
ings in the wing fillet or the fuselage skin. Small
aircraft use one outflow valve; large aircraft may
use as many as three valves which work in unison
to provide the required volume outflow.
One type of outflow valve is a simple butterfly
which is opened or closed by an electric motor. The
motor receives amplified electrical signals from the
pressurization controller to vary the valve position
required for pressurized flight.
Some aircraft use a pneumatic outflow valve
(figure 14-9). This valve receives signals from the
pressurization controller in the form of controlled
air pressures. The air pressures which operate the
valve are obtained from the high pressure inside the
cabin, with assistance from the pneumatic system
pressure in turbine-powered aircraft.
FIGURE 14-9. Typical pneumatic outflow valve.
In many aircraft, the outflow valve(s) will be
held fully open on the ground by a landing gear
operated switch. During flight, as altitude is gained,
the valve(s) close(s) gradually to make a greater
restriction to the outflow of cabin air. The cabin
rate of climb or descent is determined by the rate
of closing or opening of the outflow valve(s). Dur-
ing cruising flight the cabin altitude is directly re-
lated to the degree of outflow valve opening.
In addition to the controllable outflow valve(s) , an
automatic cabin pressure relief valve is used on all
pressurized aircraft. This valve may actually be
built into the outflow valve or may be an entirely
separate unit. The pressure relief valve automati-
cally opens when the cabin differential pressure
reaches a preset value.
All pressurized aircraft require some form of a
negative pressure relief valve. This valve may also
be incorporated into the outflow valve or may be an
individual unit. A common form of negative pres-
sure relief valve is a simple hinged flap on the rear
wall (pressure dome) of the cabin. This valve opens
when outside air pressure is greater than cabin
pressure. During pressurized flight the internal
cabin pressure holds the flap closed. The negative
pressure relief valve prevents accidentally obtaining
a cabin altitude which is higher than the aircraft
altitude.
The outflow of air from the cabin can also be
accomplished through a manually operated valve.
This valve may be called a safety relief valve, a
manual depressurization valve, or some other simi-
lar term. The manual valve is used to control pres-
surization when all other means of control fail. It is
primarily intended to permit rapid depressurization
during fires or emergency descent.
Pressurization Controls
The pressurization controller (figure 14-10) is
the source of control signals for the pressurization
system. The controller provides adjustments to ob-
tain the desired type of pressurized condition. Most
operators specify standard operating procedures for
the controller which have proven beat for their par-
ticular type of operation.
The controller looks very much like an altimeter
which has several added adjustment knobs. The dial
is graduated in cabin altitude increments up to ap
proximately 10,000 ft. Usually there is one pointer
which can be adjusted to the desired cabin altitude
by the cabin. altitude set knob. In some cases there
is another pointer or a rotating scale which also
550
Barometric pressure indicator
Indicates maximum altitude
Cabin altitude selector knob (Selects isobaric setting
Barometric pressure correction knob
FIGURE 14-10. Pressurization controller.
indicates the corresponding aircraft pressure alti-
tude. A separate knob adjusts the controller to the
existing altimeter setting (or sea level barometric
pressure). The barometric setting selected is indi-
cated on a separate dial segment. The third knob on
the controller adjusts the cabin rate of altitude
change. This adjustment can be made on a separate
control in some installations.
When the controller knobs are set, adjustments
are made on either an electric or a pneumatic sig
naling device inside the controller. The settings are
compared to the existing cabin pressure by an ane-
roid or evacuated bellows. If the cabin altitude does
not correspond to that which is set by the knobs,
the bellows causes the appropriate signal to go to
the outflow valve. When the bellows determines that
the cabin altitude has reached that which has been
set, the signals to the outflow valve are stopped. As
long as other factors do not change, the outflow
valve is held at the setting to maintain desired
cabin pressure. The controller can sense any
change, such as variance of aircraft altitude or loss
of one supercharger, and re-adjust the outflow valve
as necessary.
The rate control determines how fast the control-
ler sends signals to the outflow valve. In some con-
trollers the rate signal is partially automatic. The
barometric setting compensates the controller for
the normal errors in altimetry which are encoun-
tered on most flights. This setting improves the
accuracy of the controller and, as an example, pro-
tects the cabin from being partially pressurized
while a landing is being made.
The signals which originate in the controller are
very weak. This is because it is a delicate instru-
ment and cannot handle high electric voltages or
pneumatic forces. These weak signals are amplified,
either electrically or pneumatically, to operate the
outflow vaive.
Several instruments are used in conjunction with
the pressurization controller. The cabin differential
pressure gage indicates the difference between in-
side and outside pressure. This gage should be mon-
itored to assure that the cabin is not approaching
the maximum allowable differential pressure. A
cabin altimeter is also provided as a check on the
performance of the system. In some cases, these two
instruments are combined into one. A third instru-
ment indicates the cabin rate of climb or descent. A
cabin rate of climb instrument and a cabin altimeter
are illustrated in figure 14-11.
FIGURE 14-11. Instruments for pressurization control.
CABIN PRESSURE CONTROL SYSTEM
The cabin pressure control system is designed to
provide cabin pressure regulation, pressure relief,
vacuum relief, and the means for selecting the de-
sired cabin altitude in the isobaric and differential
range. In addition, dumping of the cabin pressure
is a function of the pressure control system. A
cabin pressure regulator, an outflow valve, and a
safety valve are used to accomplish these functione.
Cabin Pressure Regulator
The cabin pressure regulator controls cabin pres-
sure to a selected value in the isobaric range and
limits cabin pressure to a preset differential value in
the differential range. The isobaric range maintains
551
the cabin at constant-pressure altitude during flight
at various levels. It is used until the aircraft reaches
the altitude at which the difference between the
pressure inside and outside the cabin is equal to the
highest differential pressure for which the fuselage
structure is designed. Differential control is used to
prevent the maximum differential pressure, for
which the fuselage was designed, from being ex-
ceeded. This differential pressure is determined by
the structural strength of the cabin and often by the
relationship of the cabin size to the probable areas
of rupture, such as window areas and doors.
The cabin pressure regulator is designed to con-
trol cabin pressure by regulating the position of the
outflow valve. The regulator usually provides either
f 11 u y automatic or manual control of pressure
within the aircraft. Normal operation is automatic,
requiring only the selection of the desired cabin
altitude and rate-of-change of cabin pressure.
Cabin air
inlet
c Flight
3 Fofyntial
3
All off
The cabin pressure regulator may be constructed
integral with the outflow valve or may be mounted
remote from the outflow valve and connected to it
by external plumbing. In either instance the princi-
ple of operation is similar.
The regulator illustrated in figure 14-12 is inte-
gral with the outflow valve. This regulator is a
differential pressure type, normally closed, pneumat-
ically controlled and operated. This type regulator
consists of two principal sections: (1) The head
and reference chamber section, and (2) the outflow
valve and diaphragm section.
The outflow valve and diaphragm section con-
tains a base, a spring-loaded outflow valve, an
actuator diaphragm, a balance diaphragm, and a
baffle plate. The baffle plate is attached to the end
of a pilot which extends from the center of the
cover assembly. The outflow valve rides on the pilot
True static atmosphere
Isobaric control system
Reference
Cabin air orifice
, Solenoid
FIGURE 14-12. Cabin air pressure regulator.
552
---d
,
between the cover and the baHe plate and is spring
loaded to a closed position against the base.
The balance diaphragm extends outward from the
baffle plate to the outflow valve, creating a pneu-
matic chamber between the fixed baffle plate and
the inner face of the outflow valve. Cabin air flows
into this chamber through holes in the side of the
outflow valve to exert a force against the inner face,
opposing spring tension, to open the valve. The
actuator diaphragm extends outward from the out-
flow valve to the cover assembly, creating a pneu-
matic chamber between the cover and the outer face
of the outflow valve. Air from the head and refer-
ence chamber section flows through holes in the
cover, filling this chamber and exerting a force
against the outfIow valves outer face to aid the
spring tension in holding the valve closed. The posi-
tion of the outflow valve controls the flow of cabin
air to atmosphere for cabin pressure control. The
action of components in the head and reference
chamber section controls the movements of the out-
flow valve by varying the pressure of reference
chamber air being exerted against the outer face of
the valve.
The head and reference chamber section includes
an isobaric control system, a differential control
system, a filter, a ground test valve, a true static
atmosphere connection, and a solenoid air valve.
The area inside the head is called the reference
chamber.
The isobaric control system incorporates an evac-
uated bellows, a rocker arm, a follower spring, and
an isobaric metering valve. One end of the rocker
arm is connected to the head by the evacuated
bellows. The other end of the arm positions the
metering valve to a normally closed position against
a passage in the head. A follower spring between
the metering valve seat and a retainer on the valve
causes the valve to move away from its seat as the
rocker arm permits.
Whenever the reference chamber air pressure is
great enough to compress the bellows the rocker
arm pivots about its fulcrum. This allows the meter-
ing valve to move from its seat an amount propor-
tionate to the amount of compression in the bellows.
When the metering valve is open, reference chamber
air flows to atmosphere through the true static at-
mosphere connection.
The differential control system incorporates a
diaphragm, a rocker arm, a metering valve, and a
follower spring. One end of the rocker arm is at-
tached to the head by the diaphragm. The dia-
phragm forms a pressure-sensitive face between the
reference chamber and a small chamber in the head.
This small chamber is opened to atmosphere
through a passage to the true static atmosphere
connection. Atmospheric pressure acts on one side
of the diaphragm and reference chamber pressure
acts on the other. The opposite end of the rocker
arm positions the metering valve to a normally
closed position against a passage in the head. A
follower spring between the metering valve seat and
a retainer on the valve causes the valve to move
away from its seat as the rocker arm permits.
When reference chamber pressure exceeds atmos-
pheric pressure sufficiently to move the diaphragm,
the metering valve is allowed to move from its seat
an amount proportionate to the movement of the
diaphragm. When the metering valve is open, refer-
ence chamber air flows to atmosphere through the
true static atmosphere connection.
By regulating reference chamber air pressure, the
isobaric and differential control systems control the
actions of the outflow valve to provide for three
modes of operation called unpressurized, isobaric,
and differential.
During unpressurized operation, figure 14-13,
reference chamber pressure is sufficient to compress
the isobaric bellows and open the metering valve.
Cabin air entering the reference chamber through
the cabin air orifice flows to the atmosphere
through the isobaric metering valve. Since the cabin
air orifice is smaller than the orifice formed by the
metering valve, reference chamber pressure is main-
tained at a value slightly less than cabin pressure.
As pressure increases in the cabin, the differential
pressure between the outflow valve inner and outer
face increases. This unseats the outflow valve and
allows cabin air to flow to the atmosphere.
As the isobaric range (figure 14-14) is ap
proached reference chamber pressure, which has
been de&easing at the same rate as atmospheric
pressure, will have decreased enough to allow the
isobaric bellows to expand and move the metering
valve toward its seat. As a result, the flow of refer-
ence chamber air through the metering valve is
reduced, preventing further decrease in reference
pressure. In response to slight changes in reference
chamber pressure, the isobaric control system mod-
ulates to maintain a substantially constant reference
pressure in the chamber throughout the isobaric
range of operation. Responding to the differential
553
Isobaric metering
valve and bellows
n n Cabin air
,;:.~:.>y,.$..;;
Cabin air pressure
B Control pressure
~:::::~::::::::~:~+:d Atmospheric pressure
. . ,...,. 9 . . . . ,..._.
FIGURE 14-13. Cabin air pressure regulator in
the unpressurized mode.
Differential diaphragm
True atmospheric vent
and meter/g v>
Cabin air ,0 rifice
spheric
nt
u
U
:i.;i:;.: ; ;. 2
Cabin air pressure
Control pressure
::::::::::$:j:::::::::: Atmospheric prwwrv
. . .A., .,.. ,.A.,.,.
FIGURE 14-14. Cabin air pressure regulator in
the isobaric range.
between the constant reference chamber pressure
and the variable cabin pressure, the outflow valve
opens or closes, metering air from the cabin, aa
required, to maintain a constant cabin prmsure.
As the differential range is approached, the pres-
sure differential between the constant reference
pressure and the decreasing atmospheric pressure
becomes sufficient to move the diaphragm and open
the differential metering valve. As a result, refer.
ence chamber air flows to atmosphere through the
differential metering valve, reducing the reference
pressure. Responding to the decreased reference
pressure, the isobaric bellows expand8 and closes
the isobaric metering valve completely. Reference
chamber pressure is now controlled, through the
differential metering valve, by atmospheric pressure
being reflected against the differential diaphragm.
As atmospheric pressure decreases, the metering
valve opens more and allows reference pressure to
decrease proportionately. Responding to the pres-
sure differential between cabin and reference pres-
sures, the outflow valve opens or closes as required
to meter air from the cabin and maintain a prede-
termined differential pressure value,
In addition to the automatic control features just
described, the regulator incorporates a ground test
valve and a solenoid air valve, both of which are
located in the head and reference chamber section.
The solenoid air valve is an electrically activated
valve spring-loaded to a normally closed position
against a passage through the head that opens the
reference chamber to atmosphere. When the cockpit
pressure switch is positioned to ram the regulator
solenoid opens, causing the regulator to dump cabin
air to the atmosphere.
The ground test valve (see figure 16123 ie a
three-po-sition, manually operated control that al-
lows for performance checks of the regulator and
cabin pressurization system. In the test only-all
off position the valve renders the regulator com-
pletely inoperative. In the test only-differential
on position, the valve renders the isobaric control
system inoperative so that the operation of the dif.
ferential control system can be checked. In the
flight position, the valve allows the regulator to
function normally. The ground test valve should
always be lockwired in the flight position unless
being tested.
Cabin Air Pressure Safety Valve
The cabin air pressure safety valve (figure
1415) is a combination pressure relief, vacuum
relief, and dump valve. The pressure relief valve
prevents cabin pressure from exceeding a predeter-
mined differential pressure above ambient pressure.
The vacuum relief prevents ambient pressure from
Middle compartment
Outer compartment
Solenoid valve
ner compartment
mutflow valve
Reference chamber
Ball check valve
\
Control chamber
Pressure bulkhead
F.::;?;..Y:~ Cabin pressure
v///& Decreasing control
chamber pressure
~<:###$: Atmospheric pressure
. ..5...............,
Normal flight above (5.4 p,s.i.) (solenoid energized)
FIGURE 14-15. Cabin air pressure safety valve.
exceeding cabin pressure by allowing external air to using cables and bellcranks, is provided to actuate
enter the cabin when ambient pressure exceeds the dump valve.
cabin pressure. The dump valve illustrated ia The safety valve coneista of an outflow valve set-
actuated by the cockpit control switch. When tbie tion and a control chamber. The outflow valve sec.
switch ie positioned to ram, a eolenoid valve tion and the control chamber are separated by a
opens, causing the valve to dump cabin air to at- flexible pressure-tight diaphragm. The diaphragm ie
mosphere. On some inetallatione a manual system, exposed to cabin preeeure on the outflow valve eide
555
and control chamber pressure on the opposite side.
Movement of the diaphragm causes the outflow
valve to open or close. A filtered opening in the
outflow valve allows cabin air to enter the reference
chamber. The outflow valve pilot extends into this
opening to limit the flow of air into the chamber.
Air pressure inside the .reference chamber exerts a
force against the inner face of the outflow valve to
aid spring tension in holding the valve closed. The
pressure of cabin air against the outer face of the
outAow valve provides a force opposing spring ten-
sion to open the valve. Under normal conditions,
the combined forces within the reference chamber
are able to hold the outflow valve in the closed
position. The movement of the outflow valve from
closed to open allows cabin air to escape to atmos-
phere.
The head incorporates an inner chamber, called
the pressure relief control chamber. Within the con-
trol chamber are located the two pressure relief
diaphragms, the calibration spring, the calibration
screw, and the spring-loaded metering valve. The
action of these components within the chamber con-
trols the movement of the outflow valve during nor-
mal operation.
The two diaphragms form three pneumatic com-
partments within the control chamber. The inner
compartment is open to cabin pressure through a
passage in the outflow valve pilot. The middle com-
partment is open to the reference chamber and is
vented to the outer compartment through a bleed
hole in the metering valve. The flow of reference
chamber air from the middle compartment to the
outer compartment is controlled by the position of
the metering valve, which is spring-loaded to a nor-
mally closed position. The outer compartment, in
which the calibration spring and screw are located,
is opened to atmosphere through a passage in the
head. Atmospheric pressure, reflected against the
diaphragms, aids the calibration spring in keeping
the metering valve closed. Cabin pressure, actingion
the diaphragms through the inner compartment,
tries to open the metering valve by moving it back
against the calibration screw. Under normal condi-
tions, the combined forces of atmospheric pressure
and the calibration spring hold the metering valve
away from the calibration screw, keeping it closed.
Pressure relief occurs when the cabin pressure
exceeds atmospheric pressure by a predetermined
value. At this point, cabin pressure overcomes the
combined forces of atmospheric pressure and spring
tension in the control chamber, moving the meter-
ing valve back against the calibration screw, open-
ing the metering valve. With the valve open, refer-
ence chamber air can escape through the outer com-
partment to the atmosphere. As the reference cham-
ber air pressure is reduced, the force of cabin pres-
sure against the outflow valve overcomes spring ten-
sion and opens the valve, allowing cabin air to flow
to atmosphere. The rate-of-flow of cabin air to at-
mosphere is determined by the amount the cabin-
to-atmosphere pressure differential exceeded the cal-
ibration point. As cabin pressure is reduced, the
forces opening the valve will be proportionately
reduced, allowing the valve to return to the nor-
mally closed position as the forces become balanced.
In addition to the automatic operating provisions
just described, the valve includes provisions for
electrical activation to the dump position. This is
accomplished by a passage in the head that allows
reference chamber air to vent directly to atmos-
phere. The flow of air through the passage is con-
trolled by a ball-check valve and an air solenoid
valve. The solenoid valve is spring-loaded to a nor-
mally closed position. When the solenoid valve is
opened by positioning the cockpit pressure switch
to ram, air flows from the reference chamber,
decreasing the reference pressure and allowing the
outflow valve to open and dump cabin air.
It should be remembered that the foregoing de-
scription of a pressure control system is for illustra-
tive purposes and should not be construed to repra
sent any particular make or model aircraft. Always
refer to the applicable manufacturers manual for
the system details and limitations for the aircraft
with which you are concerned.
AIR DISTRIBUTION
The cabin air distribution system includes: (1)
Air ducts, (2) filters, (3) heat exchangers, (4)
silencers, (5) nonretum (check) valves, (6) humi-
difiers, (7) mass flow control sensors, and (8) mass
flow meters. The distribution system shown in
figure 14-16 is typical of the system used on small
turboprop aircraft.
Air enters the cabin supercharger through a
screen-covered opening in the left engine oil cooler
airscoop. If the air inlet screen ices over, a spring
loaded door beside the screen opens allowing air to
bypass the screen. From the cabin supercharger, the
air passes through a firewall shutoff valve, a pre.s-
sure relief valve, and a silencer which dampens the
supercharger noise and pulsations. The air then
Combustion heater -
r Main duct
compTessor
Condenser 7
Electric motor
Refrigerant
T-Valve f
Controller
0 n T If \
II
!!-I I I i-
Check valve - -Lnecn ana
shutoff valve
-air heat exchanger
Hydraulic motor gear box A L- Pressure
L
I
relief valve
Supercharger
f irewall shutoff valve
FIGURE 14-16. Typical air distribution system.
passes through a flow control valve which governs
the airflow rate to maintain the maximum pounds
per minute airflow.
Air Ducts
Butts having circular or rectangular cross sec-
tions are most frequently used in air distribution
systems. Circular ducts are used wherever possible.
Rectangular ducts are generally used where circular
ducts cannot be used because of installation or
space limitations. Rectangular ducts may be used in
the cabin where a more pleasing appearance is de-
sired.
Distribution ducts for various cabin zones, indi-
vidual air outlets for passengers, and window de-
misters can have various shapes. Examples of circu-
lar, rectangular, elliptical and profiled ducts are
illustrated in figure 14-17.
Cabin air supply ducts are usually made from
aluminum alloys, stainless steel, or plastic. Main
ducts for air temperatures over 200 C. are made
from stainless steel. Those parts of the ducting
where the air temperature does not exceed 100 C.
are usually constructed from soft aluminum. Plastic
ducts, both rigid and flexible are used as outlet
ducts to distribute the conditioned air.
Since heated air is routed throughout the duct
system, it is important that the ducts be permitted
to grow (expand through heating) and to shrink
FIGURE 14-17. Cross sections of air distribution ducts.
again when the air cools down. This expansion and
contraction must take place without loss of the pres-
sure-tight integrity of the ducts. Expansion bellows
(figure l&18) are incorporated at various places
throughout the duct system to permit the ducts to
expand or contract.
In general, supports are necessary on both sides
of a connecting bellows, a fixed support on one side
to prevent duct movement, and a sliding support
plus a fixed support on the other side. The sliding
557
roller clamp (or sliding support)
FICIJRE 14-18. Expansion bellows and duct supports.
support permits movement of the bellows while the
duct section is under pressure. Typical duct support
systems are illustrated in figure l&18.
Whenever a duct is angled, means are provided
to take care of the end forces which tend to push
the duct sections apart. This can be accomplished
with external swinging supports which attach the
duct to rigid airframe structure (figure l&19).
In some instances a connecting link is incorpo-
rated within the duct itself to transmit end loads.
The tension link within the bellows resembles a
single link of chain that joins two segments of
ducts. Figure 14-20 illustrates one such connecting
link.
Filters
The air delivered to a pressurized cabin from a
supercharger or engine compressor may contain
dust particles, oil mist, or other impurities. Unfil-
tered air which contains a considerable amount of
impurities usually has an offensive odor and causes
headache and nausea. Filters are generally incorpo
rated into the ducting to clean the air.
AIR CONDITIONING SYSTEM
The function of an air conditioning system is to
maintain a comfortable air temperature within the
aircraft fuselage. The system will increase or de-
crease the temperature of the air as needed to ob-
tain the desired value. Most systems are capable of
producing an air temperature of 70 to 80 F. with
normally anticipated outside air temperatures. This
temperature-conditioned air is then distributed so
that there ie a minimum of stratification (hot and
cold layers). The system, in addition, must provide
for the control of humidity, it must prevent the
fogging of windows, and it must maintain the tem-
perature of wall panels and floors at a comfortable
level.
In a typical system the air temperature ie meas-
ured and compared to the desired setting of the
temperature controls. Then, if the temperature is
L///////l/ L///////l/
I I I I
C- Rigid support C- Rigid support
Clamp
I
support
isi
Jr24
Combination solid & Combination solid &
swinging support
FIGURE 1620. Connecting link inride of bellom.
not correct, heaters or coolers are set into operation
to change the air temperature, and the air is mixed
together to create a uniform temperature in the
cabin. In summary, an air conditioning system is
designed to perform any or all of the following
functions: (1) Supply ventilation af, (2) supply
heated air, and (3) supply cooling air.
Ventilation Air
Ventilation air is obtained through ram air ducts
FIGURE 1419. Typical rupportcl for angled ducts.
installed in the leading, lower, or upper surfaces of
the aircraft or through other vents in the aircraft
skin. Air entering these openings usually passes into
and through the same duct system that is used for
heating and cooling. On some aircraft, recirculating
fans or blowers are present in the system to assist
in circulating the air. Many aircraft have ground
connections for receiving heated, cooled, or venti-
lating air from ground servicing equipment.
HEATING SYSTEMS
A large part of the heating requirements for the
conditioned air is accomplished automatically when
the air is compressed by the cabin superchargers.
In many cases additional heat need not be added.
Compression of the air often provides more than
the necessary heating. Consequently, cooling, to
some degree, is reqmred even when the outside air
temperature is not high.
When a degree of heating in addition to that
obtained from the heat of compression is needed,
one of the following types of systems is put into
operation: (1) Gasoline combustion heaters, (2)
electric heatere, (3) re-cycling of compressed air,
and (4) exhaust gas air-to-air heat exchanger.
Combustion Heater
Combustion heaters operate similarly to the
burner section of a turbojet engine. Gasoline is
injected into the burner area under a pressure
which breaks up the fuel into a fine mist. Combus-
tion air is supplied to the burner by means of a ram
air scoop or an electric motor driven fan. Ignition
is supplied by continuous sparking of a special
559
spark plug. The combustion of fuel and air takes
place continuously. The temperature output of the
heater is controlled by a cycling process whereby
combustion is turned on and off for short periods
of time depending upon the heating required. The
air which eventually mixes with the cabin air is
routed around the burner section in a separate air
passage. This ventilating air picks up heat from the
burner by convection through the metal walls of the
burner. The burner combustion gasses are ex-
hausted overboard to prevent carbon monoxide con-
tamination of the cabin.
Various automatic combustion heater controls
prevent operation of the heater when dangerous
conditions exist. As examples, the flow of fuel is cut
off if there is insufficient combustion air, insuffi-
cient ventilating air, and in some cases if the igni-
tion system is not operating. Other controls prevent
too rapid heating of the combustion chamber and
prevent exceeding a maximum output temperature.
Electric heaters may be in the form of air duct
heaters or electric radiant panels. The duct heater
incorporates a series of high-resistant wire coils
located in an air supply duct. When electric power
is applied to the coils, they become hot. The air
flowing through the duct carries the heat to the
area where it is needed. Most duct heaters require
the use of a fan to ensure sufficient airflow over the
coils. Without the aid of the fan-produced airflow,
the coils would fail due to overheating. Usually an
electrical circuit is used which prevents heater oper-
ation unless the fan is in operation.
Air vent
Conditioned air inlet
I -
Blower control
FIGURE 14-21. Engine exhaust heater system.
560
Radiant Panels
Radiant panels consist of wall and floor surfaces
which have electric wires embedded in the panel
material. When electric power is applied to the
wires, the wires fnd panel surface become hot. This
type panel suppliies heat to the cabin air principally
by radiation.
Electric Heaters
routed through the hot air muff picks up heat by
convection through the tailpipe material. This
heated air is then routed to an air-to-air heat ex-
changer, where its heat is given up to the air going
to the cabin. By using the air-to-air heat exchanger
in addition to the hot air muff, the danger of
carbon monoxide entering the cabin is minimized.
Electric heating systems require the expenditure
of large amounts of electrical power. They cannot
be used if the electrical system has limited capacity.
Electric heating systems, however, are quick acting
and can be used to preheat the aircraft on the
ground before the engines are started if an ade-
quate electric ground power source is available.
Compressed Air Heating
Some turbojet aircraft use a heating system in
which the hot compressed air output of the cabin
compressor is re-routed back into the compressor
inlet. This double compression raises the tempera-
tvre of the air to a sufficiently high degree so that
other types of heating are usually not necessary.
Exhaust Gas Heaters
Regardless of the type, heating systems provide
heated air for comfort and furnish heat for defrost-
ing, deicing, and anti-icing of aircraft components
and equipment. Nearly all types of heating systems
use the forward motion of the aircraft to force
conditioned air to various points on the aircraft. A
heating system consists of a heating unit and the
necessary ducting and controls. The units, ducts,
and controls used will vary considerably from sys-
tem to syetem.
COMBUSTION HEATERS
A relatively simple heating system used on a few
large aircraft utilizes the engine exhaust gas*
figure 14-21, ae a heat source. This system is par-
ticularly effective on aircraft where the engine ex-
haust is ejected through a long tailpipe. A hot air
muff or jacket is installed around the tailpipe. Air
Aircraft skin
The number and size of combustion heaters used
in a particular aircraft depend upon its size and its
heating demands. These heaters are installed singly
or in combination to fit the heating requirements of
specific aircraft. A large single heater or several
smaller heaters may be used. Regardless of size,
every combustion heater needs four things for oper-
ation : (1) Fuel to bum, (2) ignition to ignite the
fuel, (3) combustion air to provide the oxygen re-
quired to support the flame, and (4) ventilating air
to carry the heat to the places where it is needed.
Aircraft fuel tank
/ -_
Combustion air scoop
Thermal switches
Ventilating
air scoop
Ventilal :ing air
blower
FIGURE. 14-22. Heater installation schematic.
air
\
561
~411 combustion heaters are similar in operation
and construction features. The major differences
are in the methods of introducing fuel and in the
location of units and accessories. The various corn.
ponentd that comprise a complete aircraft heating
system are shown schematically in figure l&22.
Heater Fuel System
The fuel used in the heaters is supplied in most
cases from the same fuel tanks which supply the
engines. Fuel flows from the tank to the heater by
gravity or is pumped there by a fuel pump. Like the
fuel which flows to the aircraft engine, heater fuel
must first pass through a filter to remove impurities.
If foreign particles are not removed, they may even-
tually clog heater system units and prevent heater
operation.
After the fuel is filtered, it flows through a fuel
solenoid valve and metering nozzle. There are sev-
eral types of these valves and metering nozzles.
Regardless of type, they usually have the same purm
pose, to maintain a constant volume at the fuel
outlet to the combustion chamber. This uniform
volume, in combination with a fixed combustion
airflow, ensures a relatively constant fuel/air ratio
to the heater. The result is a steady heater output.
To increase or decrease the cabin temperature,
the heaters are permitted to operate longer when
more heat is needed and for shorter periods of time
when less heat is desired. On most heater systems
this is accomplished automatically by an amplifier
connected to temperature-sensing devices or by
cycling switches which open and close the circuit to
the fuel solenoid valve. Thus the heater cycles on
and off to maintain the temperature selected on a
temperature control rheostat located in the cabin.
Most heater systems also include overheat
switches in each heater outlet to automatically turn
off the heater fuel supply when the temperature
reaches about 350 F. It can be seen that control of
the heater fuel supply is nece.ssary, not only for
normal operation of the heater but also for stopping
it when overheated.
Another essential unit of the heater fuel system is
the one that feeds fuel into the combustion cham-
ber. Depending on the installation, it may be either
a spray nozzle or a vapor wick. The spray nozzle
(figure 14-23) is shaped so as to inject a fine,
steady spray into the stream of combustion air,
where it is ignited by a spark plug.
The vapor wick is made of asbestos contained in
a circular flanged casting or of stainless steel con-
tained in a vertical standpipe. The latter type is
illustrated in figure U-28.
A preheater, in the form of an electrical wire
coiled around the fuel line, is used with some heat-
ers having a vapor wick. It warms the fuel to speed
vaporization and aids ignition when the outside
temperature is below zero. Its use is usually limited
to 2 min., because longer operation would damage
the wire coil.
Fuel nozzle retainer Fuel screen
hCURE 1623. Typicel heater spray node aeeembly.
Standpipe 4
J Resistor ( heater )
21
-Stainlgi steel
3
z - Igniter
e
assembly
FIGURE 1624. Stainless eteel vapor wick.
562
Ignition System
High voltage for heaters using spark plug ignit-
ers is supplied either by a high-potential ignition
unit operating from the 28-v. d.c. aircraft supply or
by ignition transformers operating from a 115-v.
a.c. aircraft source. The 28-v. d.c. ignition unit
consists chiefly of a vibrator and step-up coil which
produces a high-voltage spark at high frequency. A
shielded lead is used to connect the step-up coil to
the spark plug. The spark is produced between the
center spark plug electrode and a ground electrode.
About the same result is obtained where ignition
transformers are used. Here, however, power is sup-
plied by the 115-v., MO-HZ main inverter a.c. sys-
tem. This is routed to the transformers, where it is
stepped up to the very high voltage required to
jump the spark gap at the spark plug. But whether
a d.c. or an a.c. source is used to fire the spark
plug, ignition is continuous during heater opera-
tion. This continuous operation prevents fouling of
the spark plug electrodes.
It is the arrangement of the electrodes that makes
the difference in the typea of spark plugs used in
aircraft combustion heaters. One type of spark plug
is shown in figure 1425A. This is known as a
dual-electrode spark plug. Another type of plug to
be found on combustion heaters is the shielded elec-
Ground electrode
Electrode
(B) t
Shield
FIGURE 14-25. Heater ignition plugs.
trode plug (figure 1425B). In this plug, the
ground electrode forms a shield around the center
electrode.
Although spark plug igniters ,differ somewhat in
appearance, most glow coil igniters look similar to
that shown in figure 1425C. They consist of a
resistance wire wound into a coil around a pin
extending from the body of the igniter. The outer
end of the coil is connected to the pin, thus provid-
ing both support and electrical continuity. The
body of the igniter is fitted with two terminals,
which are connected across the coil, and is threaded
to provide for installation. The glow coil operates
from the 24 or 28-v. d-c. power supply on the
aircraft. The direct current causes the coil to
become red hot, thereby igniting the fuel/air mix-
ture until the heater is operating at a temperature
sufficient to maintain the flame after the glow coil is
turned off. A thermal cutout switch breaks the
circuit to the glow coil when this temperature is
reached. This prolongs the life of the igniter.
Another type of plug used is a single electrode
type (not shown). The ground electrode used with
this type of plug is a separate installation attached
to the heater at an angle that will provide an airgap
between the plugs electrode and ground.
Combustion Air System
Combustion air for each cabin heater is received
through either the main air intake or through a
separate outside scoop. On both pressurized and
unpressurized aircraft it is provided by ram pres-
sure during flight and by ground blowers during
ground operation. To prevent too much air from
entering the heaters as air pressure increases, either
a combustion air relief valve or a differential pres-
sure regulator is provided. The air relief valve is
located in the line leading from the ram-air intake
duct and is spring-loaded to dump excess air into
the heater exhaust gas stream. The differential pres-
sure regulator is also located in the combustion air
intake line, but it controls the amount of air reach-
ing the combustion chamber in a slightly different
manner.
While the relief valve takes a large. volume of air
and bypasses the amount not needed, the pressure
regulator allows only the needed amount of air to
enter its intake in the first place. It does this by the
use of a diaphragm and spring type control mecha-
nism. One side of the diaphragm is vented to the
heater intake air line and the. other side to the
heater exhaust gas line. Any change in the pressure
563
drop between these points is corrected at the regula-
tor by letting in more or less air as required. Thus,
a constant combustion air pressure is provided to
the heater. Coupled with a steady fuel flow, this
constant air pressure makes possible a regulated
flow of combustion gases through the combustion
chamber and the connecting radiator. If a fire
breaks out near the heater, a fire valve automati-
cally stops the supply of combustion air to prevent
spreading of the fire to the heating system.
A damper-type combustion air fire valve (figure
14-26) is located in the combustion air inlet of
some heaters. It has two semicircular, spring-loaded
segments soldered together to permit maximum air-
flow through the combustion air duct. The segments
will release to seal the duct when the solder melts at
about 4QO F.
Fire valve
torsion spring
Heater
FIGURE 14-26. Cabin heater combustion air fire valve.
Ventilating Air
Ventilating air may come from one of three
sources: (1) A blower for air circulation and
heater operation on the ground, (2) a ram-air inlet,
or (3) the cabin compressors on pressurized air-
craft.
Ventilating air, ram or blower, enters at the
burner head end of the heater and, passing over the
heated radiator surfaces, becomes heated and passes
through the outlet end into the plenum assembly
and into the distribution system ductwork.
MAINTENANCE OF COMBUSTLON HEATER SYS-
TEMS
Combustion heater components are subject to
wear and damage which can result in system fail-
ure. When this occurs, troubleshooting procedures
must be followed to isolate component faihrres.
Then all damaged or excessively worn components
must be replaced. During the replacement of the
components, adjustments must be made to assure
proper operation of the combustion heater system.
Always follow the manufacturers instructions when
making any adjustments to a heater or heating sys-
tem.
In this section, heater system adjustments which
are representative of those performed by the air-
craft mechanic are discussed. Keep in mind that the
components of the system vary with the types of
aircraft, and so do the adjustment procedures.
On some aircraft careful adjustment of cabin
heat outlets is necessary to obtain uniform heat
distribution. Some of the factors which cause the
variation in distribution are: (1) The distance of
the outlet from the source of heated air, (2) the
cross sectional area of the outlet, (3) the space
serviced by the outlet, and (4) any restrictions to
airflow caused by duct size and routing.
Air mixing valves are installed in airborne heat-
ing systems so that hot and cold air can be mixed in
the required proportions to maintain adequate heat.
Some air mixing valves are preset on the ground
and cannot be actuated during flight. External ad-
justments are provided on these valves to permit
seasonal adjustment. During adjustment, the valves
are set to a specified number of degrees from the
fully closed position.
To assure the proper mixing of hot and cold air
in motorized air mixing valves, adjustments are pro-
vided on each valve. The adjustments regulate the
opening and closing positions of the valves.
Heater System Inspection
The inspection of combustion heater systems in-
cludes checking the air openings and outlets for
obstructions. All controls are checked for freedom
of operation. Turn on the fuel pump so that the fuel
lines, solenoids, and valves can be checked for leak-
age. The heater unit is inspected for proper opera-
tion by turning it on and observing whether or not
hot air comes out of the outlets. The outside of the
heater unit is checked for signs of overheating. Any
burned or darkened areas usually indicate a
burned-through combustion chamber. Heaters dam-
5649
aged by overheating should be replaced. Why-
placing a heater due to overheating, .a.lmys deter-
mine the cause of the trouble. fie faulty operation
of some part of the system, such as stopped-up
heater air, inlet ducts or improperly operating
switch&, regulators, valves, or other units, is the
tiost likely cause of damage. The automatic and
overheat control devices should be operationally
checked. The cabin heating ducts should be exam-
ined for tears, breaks, and ballooning. To guarantee
fuel flow, the heater fuel filter element should be
inspected for cleanliness and the fuel injection noz-
zle or glow coil for freedom from carbon deposits.
To obtain proper operation of combustion heat-
ers under freezing conditions, a special winteriza-
tion inspection should be performed. Check heater
,drain lines regularly for restrictions caused by ice
formation. During low temperature operation below
0 C. (32 F.), water vapor in the combustion gases
flowing through drain lines may condense and form
ice. Under changing temperature conditions, water
condenses and freezes in the ram and heater com-
bustion sensing lines. Water produced during com-
bustion may collect on the fuel nozzles and spark
plug and form ice after the heater is turned off.
This ice may be sufficient to make it difficult, if not
impossible, to start the heater without preheating.
COOLING SYSTEMS
Air cooling systems are installed to provide a
comfortable atmosphere within the aircraft both on
the ground and at all altitudes. These systems keep
the correct amount of air flowing through the inte-
rior of the aircraft at the right temperature and
moisture content. Since the fuselage is a huge
cavity, the capacity of the cooling system must be
quite large. Several types of systems can be used to
meet these requirements. Two of the more common
types, air cycle and vapor cycle, are discussed in
this section.
AIR CYCLE COOLING SYSTEM
An air cycle cooling system consists of an expan-
sion turbine (cooling turbine), an air-to-air heat
exchanger, and various valves which control airflow
through the system. The expansion turbine incorpo-
rates an impeller and a turbine on a common shaft.
High-pressure air from the cabin compressor is
routed through the turbine section. As the air
passes through the turbine, it rotates the turbine
and the impeller. When the compressed air performs
the work of turning the turbine, it undergoes a
pressure and temperature drop. It is this tempera-
ture drop which produces the cold air used for air
conditioning.
Before entering the expansion turbine, the pres-
surized air is directed through an air-to-air heat
exchanger. This unit utilizes outside air at ambient
temperature to cool the compressed air. It should be
evident that the heat exchanger can only cool the
compressed air to the temperature of the ambient
air temperature. The primary purpose of the heat
exchanger is to remove the heat of compression so
that the expansion turbine receives relatively cool
air on which to start its own cooling process.
The impeller pr.rt of the expansion turbine can
perform several functions. In some installations the
impeller is used to force ambient air through the
heat exchanger. In this manner, the efficiency of the
heat exchanger is increased whenever the speed of
the expansion turbine is increased. Other installa-
tions use the impeller to further compress the cabin
supercharger air as an aid to forcing it through the
heat exchanger and the turbine.
A valve controls the compressed airflow through
the expansion turbine. To increase cooling, the
valve is opened to direct a greater amount of the
compressed air to the turbine. When no cooling is
required, the turbine air is shut off. Other valves,
operated in conjunction with the turbine air valve,
control the flow of ambient air through the heat
exchanger. The overall control effect of these valves
is to increase the heat exchanger cooling airflow at
the same time increased cooling is obtained at the
turbine.
The power required to drive the air cycle system
is derived entirely from the cabin supercharger
compressed air. Use of the air cycle system, there-
fore, imposes an increased load on the superchar-
gers. As more cooling is demanded from the tur-
bine, a greater back pressure is placed on the super-
chargers, which must work harder to supply the air
demands. It is often necessary to make a choice
between the desired amount of cooling and the de.
sired degree of cabin pressurization, and a compro-
mise is made by reducing the demand for one or the
other. Maximum cooling and maximum pressuriza-
tion cannot be obtained at the same time. Attempts
to obtain both will cause the supercharger to surge
or operate in an otherwise unsatisfactory manner.
System Operation
This description of the operation of an air condi-
tioning system is intended to provide an under-
565
Cooling air
intake duct
Cooling air
intake duct
Ram-air valve -
t
Secondary heat
&
exchanger
-
-
Primary heat
F\
exchanger
Primary heat exchanger 3 *
bypass valve
I4 ! I
Bleed air from
right engine
- Compressor
k!-!my _. _. .-. . .
exhaust
To cabin
cabin heat exchanger relay
. . - ._.C_ . .._ _~ . . - - - - _. . . _._. - . . - . . . .
,
Flow control : Auxiliary heat
Engine
bleed
CTOSS-
over
duct
Temperature sensor
To cabin temperature controller
Ram air = Secondary heat exchanger output
[m &n&ion4 ati
bm Regulated 300 F. air (defrost and anti-ice) . . L
-1 Conditioned air outlets
Cabin air pressure dump valve
FICIIIIE 14-27. Cabin air conditioning and pressurization system flow schematic.
standing of the manner in which the system is con-
trolled, the functions of the various components and
subassemblies, and their effect on total system optr-
ation. Figure 14-27 is a schematic of a typical
system. Frequent reference to the schematic should
be made during study of the following operational
description.
The system is composed of a primary heat ex-
changer, primary heat exchanger bypass valve, flow
limiters, refrigeration unit, main shutoff valve, sec-
ondary heat exchanger, refrigeration unit bypass
valve, ram-air shutoff valve, and an air temperature
control system. A cabin pressure regulator and a
dump valve are included in the pressurization sys-
tem.
Air for the cabin air conditioning and pressuriza-
tion system is bled from the compressors of both
engines. The engine bleed lines are cross-connected
and equipped with check valves to ensure a supply
of air from either engine.
A flow-limiting nozzle is incorporated in each
supply line to prevent the complete loss of pressure
in the remaining system if a line ruptures, and to
prevent excessive hot air bleed through the rupture.
In reading the schematic, in figure 14-27, the
initial input of hot air is indicated on the right-
hand side. The flow is depicted across the page
through each unit, in turn, and back to the squares
on the lower right-hand side which represent the
cockpit and cabin.
Air from the engine manifolds is ducted through
a flow limiter to the primary heat exchanger and ita
bypass valve simultaneously. Cooling air for the
heat exchanger is obtained from an inlet duct and
is exhausted overboard.
The air supply from the primary heat exchanger
is controlled to a constant temperature of 300 F.
by the heat exchanger bypass valve. The bypass
valve is automatically controlled by upstream air
pressure and a downstream temperature-sensing ele-
ment. These provide temperature data to cause the
valve to maintain the constant temperature by mix-
ing hot engine bleed air with the cooled air from
the heat exchanger.
The cabin air is next routed through another
flow limiter and a shutoff valve. The shutoff valve is
the main shutoff valve for the system and is con-
trolled from the cockpit.
From the shutoff valve, the air is routed to the
refrigeration unit bypass valve, to the compressor
section of the refrigeration unit, and to the second-
ary heat exchanger. The bypass valve automatically
maintains compartment air at any preselected tem-
perature between 60 F. and 125 F. by controlling
the amount of hot air which bypasses the refrigera-
tion unit and mixes with the refrigeration unit out-
put.
Cooling air for the secondary heat exchanger
core is obtained from an inlet duct. Some installa-
tions use a turbine-driven fan to draw air through
the heat exchanger; others use a hydraulically
driven blower. After cooling the cabin air, the cool-
ing air is exhausted overboard.
As the cabin air leaves the secondary heat ex-
changer, it is routed to the expansion turbine,
which is rotated by the air pressure exerted on it.
In performing this function, the air is further
cooled before entering the water separator, where
the moisture content of the air is reduced. From the
water separator the air is routed through the tem-
perature sensor to the cabin.
Air enters the cabin spaces through a network of
ducts and diffusers and is distributed evenly
throughout the spaces. Some systems incorporate
directional vents that can be rotated by the cabin
occupants to provide additional comfort.
An alternate ram-air system is provided to supply
the cabin with ventilating air if the normal system
is inoperative or to rid the cabin areas of smoke,
foul odors, or fumes which might threaten comfort,
visibility, or safety.
The air conditioning and the ram-air syetems are
controlled from a single switch in the cockpit. This
switch is a three-position switch for selecting off,
normal, and ram. In the off position (under nor-
mal conditions) all cabin air conditioning, pressuri-
zation, and ventilating equipment is of?. In the
normal position (under normal conditions) the
air conditioning and pressurization equipment is
functioning normally and ram air is off. In the
ram position (under normal conditions) the main
shutoff valve closes, and the cabin air pressure reg
ulator and the cabin safety dump valve are opened.
This allows ram air from the secondary heat ex-
changer cooling air inlet duct to be routed into the
cabin air supply duct for cabin cooling and ventila-
tion.
With the air pressure regulator and the safety
dump valve energized open, existing cabin air and
incoming ram air are constantly being dumped
overboard, ensuring a steady flow of fresh air
through the cabin.
567
A duct incorporated in the air conditioning sys-
tem between the constant-temperature line down-
stream from the primary heat exchanger bypass
valve and the cabin compartment supplies hot air
for supplemental heating. Control of this air is pro-
vided by the auxiliary heat control valve, which is a
butterfly type valve. The heat control valve is con-
trolled by a manually operated heat control handle,
which is connected by cable to a control arm
mounted on the valve.
The temperature control system consists of a
cabin temperature controller, a temperature selector
knob, a two-position temperature control switch, a
modulating bypass valve, and a control network.
When the temperature control switch is in the
auto position, the bypass valve will seek a valve
gate position which will result in a duct temperature
corresponding to the temperature controller setting.
This is accomplished through the control network,
which transmits signals from the sensing element to
the cabin temperature controller, which then electri-
cally positions the valve in relation to the settings
of the temperature control knob. With the tempera-
ture control switch in the man. position, the con-
troller will control the bypass valve directly, with-
out reference to the duct temperature. In this mode
of operation the desired temperatures are main-
tained by monitoring the air temperature knob as
varying conditions alter cabin temperature.
AIR CYCLE SYSTEM COMPONENT OPERATION
Primary Heat Exchanger
This unit, illustrated in figure 14-28, reduces the
temperature of engine bleed air or supercharger
discharge air by routing it through the veins in the
core of the heat exchanger. During flight the core is
cooled by ram air. The amount of air to be cooled
in the primary heat exchanger is controlled by the
primary heat exchanger bypass valve.
Primary Heat Exchanger Bypass Valve
The primary heat exchanger bypass valve (figure
14-29) is located in the high-pressure duct at the
primary heat exchanger outlet. As previously stated,
it modulates and controls the flow of primary heat
exchanger air and primary heat exchanger bypass
air to maintain a constant output air temperature of
300 F. The unit consists essentially of a regulator
body assembly which contains a pressure regulator,
a temperature control actuator, a solenoid valve,
and a pneumatic thermostat. The body assembly of
the unit contains two inlet ports marked hot and
FIGURE 1628. Primary heat exchanger.
cold and one outlet port. The two inlet ports
incorporate butterfly valves, which are mounted on
serrated shafts that extend across the width of the
housing assembly and are attached to a common
actuator control arm. The butterflies are positioned
at 90 to each other and operate in such a manner
that when one moves toward the open position the
other moves toward the closed position. The
actuator shaft contains an adjustable stop screw,
which limits actuator travel, and pointers for indi-
cating the position of the butterflies.
The temperature control actuator is mounted on
the bypass valve body and consists of a housing
and cover containing a spring-loaded diaphragm
assembly. The diaphragm assembly is attached to
the butterfly control arm and divides the actuator
into a control pressure chamber and an ambient
sensing chamber. The ambient chamber contains the
diaphragm spring and the actuator rod.
As shown in the schematic in figure 14-29, pres-
sure from the primary heat exchanger is routed
through a filter and on through the pressure regula-
tor into the control pressure chamber of the temper-
ature control actuator. This internal pressure is
called reference pressure. The reference pressure
applied against the actuator diaphragm controls the
position of the butterflies, which in turn controls
the proportion of hot air from the bypass line and
cooled air from the heat exchanger. The entire op-
eration of the bypass valve is centered about the
Override solenoid
( energized ) r Vent
Override solenoid
( de-energized )
Reference
j- Vent
Control -
actuator _.:.::i
Iy..
,.,.>:.
pressure
regulator
I
Primary heat $
exchanger -)+
output
,&XX
Engine
5
bleed air
Full cold Modulating
I
Mi Fnghe bleed ah -J Regulator reference pressure
mq Primary heat exchanger output
1111111111111111111 Regulated pressure
-IT pet em ra ure control modulating pressure
300 F. air
FEGURE 1629. Primary heat exchanger bypass valve.
3//
Aluminum
proportion of reference air pressure to heat. The
greater the reference pressure that is supplied to the
control actuator, the higher will be the temperature
of the output air.
A pressure regulator is provided in the bypass
valve to ensure a supply of reference air pressure to
the control actuator on a schedule that eliminates
the effect of altitude on the controlled temperature.
As the aircraft altitude increases, the constant refer-
ence pressure in the control actuator tends to move
the control actuator diaphragm even further toward
the ambient side. This moves the butterflies in a
direction that cause the outlet temperature to rise.
The pressure regulator offsets this condition with
the help of the pneumatic thermostat.
The variable-orifice type thermostat consists of a
spring-loaded, ball-type valve and seat assembly
housed in a core assembly. The core assembly is
composed of a high-expansion element (aluminum)
and a low-expansion element (Invar). As can be
seen in the diegram (figure 14-29)) the aluminum
housing and the end of the Invar core extend into
the outlet duct. Linear expansion of the aluminum
housing moves the Invar core and ball-type valve
assembly from the valve seat. This movement vents
reference air pressure to the atmosphere. The result-
ing pressure applied against the temperature control
actuator diaphragm controls the position of the but-
terflies.
The bypass valve regulating mechanism may be
set to deliver cold air only by energizing the elec-
tromagnetic valve (override solenoid valve). The
electromagnetic valve vents all reference air pres-
sure to atmosphere when energized. With no refer-
ence air pressure, the spring-loaded diaphragm in
the temperature control actuator returns the butter-
flies to the full cold position.
The electrical circuitry is so arranged that the
solenoid can be energized only if the windshield
anti-ice control switch is in the oiY position. This
ensures a supply of hot airfor anti-ice operation.
Shutoff Valve
The shutoff valve (figure l&30), located in the
air supply duct to the refrigeration unit, controls
the air pressure to that unit. It is also Ithe main
569
Solenoid valve
7
r
Dump air
Bleed orifice
Duct - Airflow
Butterfly 7
FIGURE 1630. Shutoff valve.
shutoff valve for the cabin air conditioning and
pressurization systems.
The valve requires electrical power and a mini-
mum of 15 p.a.i. upstream pressure to function. It
will regulate the downstream pressure to 115 p.s.i.
Although this is an open/close valve, its major open
function is to regulate. This is accomplished by a
spring-loaded valve in the airflow line which is con-
trolled by a primary piston. Upstream air pressure
(if above 15 p.s.i.) bleeds through a filter and
regulating mechanism to act on the primary piston,
thereby opening the valve. After the downstream
pressure rises to 115 p.s.i., it acts on a secondary
piaton which, through mechanical linkage, opens a
bleed orifice to limit the amount of air acting on the
primary piston. Since the primary piston is spring
loaded to the closed position, it will then partially
close, limiting the downstream pressure to 115 p.s.i.
The shutoff valve is operated by a solenoid valve
that is spring loaded to off. In the off position,
the control air from upstream is vented to atmos-
phere before it can operate the primary piston.
570
When the cockpit switch is actuated, the solenoid is
energized and the vent closes, allowing pressure to
build up to operate the primary piston.
Refrigeration Bypass Valve
The refrigeration bypass valve (figure 1431)
operates in conjunction with the temperature con-
trol system to modulate and control the flow of
bypass air to the refrigeration unit. This action
automatically maintains the cabin air at the temper-
ature selected through the temperature controller.
The valve is electrically controlled and pneumati-
cally operated. Its operation relies on a signal from
the downstream temperature-sensing element, which
is controlled through the temperature control sys-
tem, for an open position, but utilizes upstream
pneumatic pressure to open the valve.
When electrical power is applied, a current-carry
ing coil and ar,mature (transducer) is energized,
closing a bleed port in the pressure chamber of the
valve. The resuking pressure buildup in the cham-
ber forces a piston to rotate a butterfly valve in the
..-=.~~i..~.i.i.A Line pressure
v Regulated pressure
Valve
position
indicator
m Modulating nressure
VJh
6::::::::::::::
I . . . . . . . . . . . . . . . . . . . .
, , . . . . . . . . . . . . . . . . . . .
, . . . . . . . . . . . . . . . . . . . .
, . . . . . . . . . * . . . . . . . a..
I............ . . . . . . . . .
i
, , . . . . . . . . . . . . . . . . . . . .
, . . . . . . . . . . . . . . . . . . . . .
. . . . . * . . . . . . . . . . . . . . . . .
I..-....*.... . . . . a.::*
:::.
. . ..s
w
7
V
0 all/
....................
....................
....................
....................
... . . .... . . . . ...........
.... . . .... . . . . . . ... . .....
FIGURE 1631. Refrigeration bypass valve.
cabin air duct to an open position. As the temper-
ature varies or a new temperature is selected, the
valve is re-positioned accordingly. Repositioning is
accomplished by action of the transducer in varying
the amount of pressure allowed to bleed from the
pressure chamber. Failure of the bypass valve or its
components will cause the valve to move to the
fail-safe (closed) position.
Secondary Heat Exchanger
The function of the secondary heat exchanger is
to partially cool the air for cabin pressurization and
air conditioning to a temperature which makes pos-
sible the efficient operation of the refrigeration unit.
The heat exchanger assembly consists mainly of
dimpled aluminum alloy tubes. The tubes are ar-
ranged so that pressurized cabin air can flow
through them and cooling air can flow across them.
The secondary heat exchanger operates in essen-
tially the same manner as the primary heat exchan-
. ..::
........
.........
.........
.........
.........
..........
..........
..........
..........
1
...........
......... .
...... w.1.
...........
............
............
............
............
y::: ....
. .
ger. Cabin air that is to be funther cooled is routed
through the tubee in the heat exchanger core. Cool-
ing air is forced through the secondary heat ex-
changer and returned to an engine air inlet or can
be exhausted directly to the atmosphere.
Cabin air is regulated by the refrigeration bypass
valve where it is directed to the secondary heat
exchanger or to the refrigeration unit bypass line in
metered quantities as required to meet the demanda
of the temperature control system.
Refrigeration Unit
The refrigeration unit or turbine is used in the
air conditioning system to cool the pressurized air
for the cabin. Operation of the unit is entirely
automatic, the power being derived from the pres-
sure and temperature of the compressed air passing
through the turbine wheel. The refrigeration cycle
is modulated to meet varying cabin cooling de-
mands by a refrigeration bypass valve which pro-
571
Compressor -
Main housing assembly
Compressor inlet-f
Compressor outlet +J cTj j
-Turbine scroll
r Turbine wheel
0000
Turbine
0000 outlet
0000
0000
Sump drain A
FIGURE 14-32. Schematic of a refrigeration turbine.
vides for a bypass of the entire refrigeration unit.
Thus, cabin temperature is regulated by mixing by-
passed air with that which has passed through the
refrigeration unit.
The refrigeration turbine (figure 14-32) consists
of three major sections: (1) Main housing assem-
bly, (2) turbine scroll assembly, and (3) compres-
sor scroll assembly.
The main housing assembly provides mounting
for the two scroll assemblies and provides support
for the two shaft bearings. It also serves as the oil
reservoir from which the oil is supplied to the bear-
ings by wicks. A dipstick for checking oil level is
attached to the filler cap. The turbine scroll assem-
bly is composed of two halves which confine the
turbine nozzle within which the turbine wheel ro-
tates. The compressor scroll assembly is composed
of two halves which confine the diffuser within
which the compressor wheel rotates.
A common shaft carries both assemblies and is
supported by bearings in the housing assembly. An
572
oil slinger is mounted outboard of each of the bear-
ings which carry the shaft. These slingers pump an
oil/air mist through the bearings to provide for
lubrication. Air/oil seals are provided between each
slinger and the adjacent wheel.
The supply air which is being cooled drives the
refrigeration turbine. An impeller, driven by this
turbine, forces the cooling air through the refriger-
ation unit.
The refrigeration process takes place as the hot
compressed air expands through the turbine wheel
of the air expansion turbine. This results in a re-
duction in the temperature and preesure of the air.
As this hot compressed air expands, it releases en-
ergy to the turbine wheel causing it to rotate at
high speed.
Since the turbine wheel and compressor wheel are
on opposite ends of a common shah, the turbine
wheel rotation results in a corresponding rotation
of the compressor wheel. Thus, the energy released
from the high temperature compressed air to the
turbine wheel provides the energy required by the
compressor wheel to further compress the incoming
air. The load imposed on the turbine by the com-
pressor holds the speed of rotation within the range
of maximum efficiency. Reduction of the air temper-
ature assists in maintaining the cabin temperature
within desired limits.
Water Separators
Water separators (figure l&33) are used in the
cabin air conditioning system to remove excessive
moisture from the air. In most refrigeration systems
a water separator is installed in the discharge duct
of the cooling turbine.
The water separator removes excess moisture
from the conditioned air by passing the air through
a coalescent bag or condenser. Very small water
particles in the form of fog or mist in the air are
formed into larger particles in passing through the
condenser. As the moisture laden air passes through
the vanes of the coalescent support, the water parti-
cles are carried with the swirling air and are
thrown outward against the walls of the collector.
The water then drains into a collector sump and is
drained overboard.
Some water separators also contain a pressure-re-
lief and altitude-sensitive bypass valve. Since very
little moisture is present in the air at high altitudes,
the bypass valve in the water separator opens at a
predetermined altitude, generally 20,000 ft., to per-
mit cold air to pass directly through the water
separator, bypassing the coalescent bag and reduc-
ing system back pressure. The bypass valve will also
open if, for some reason, the coalescent bag should
become obstructed.
A coalescent bag condition indicator is provided
on some water separators to indicate when the bag
is dirty. The indicator senses a pressure drop across
the bag and indicates when the pressure drop is
excessive. Since the indicator is pressure sensitive,
the condition of the hag can be determined only
while the system is in operation.
Ram-Air Valve
The ram-air valve is always closed during normal
operations. It is energized to open when the cockpit
FIGURE 1433. Water separator.
switch is placed in the ram position. With the
ram-air valve open, air from the air inlet dust is
admitted through the valve and directly into the
cabin air supply duct.
ELECTRONIC CABIN TEMPERATURE CONTROL
SYSTRM
The operation of the electronic temperature con-
trol system is based primarily on the balanced-
bridge circuit principle. When any of the units
which compose the legs of the bridge circuit
change resistance value because of a temperature
change, the bridge circuit becomes unbalanced. An
electronic regulator receives an electrical signal as a
result of this unbalance and amplifies this signal to
control the mixing valve actuator.
In a typical application of the electronic tempera-
ture control system, three units are utilized: (1)
Cabin temperature pickup (thermistor), (2) manual
temperature selector, and (3) electronic regulator.
Figure 14-34 shows a simplified schematic diagram
of an electronic temperature control system.
w
-1
,,:, ---- *--
,
+ Bridge
c- *-----*--
circuit
pickup unit
(thermistor)
FIGURE M-34. Electronic air temperature control
system (simplified).
Cabin Temperature Pickup Unit
The cabin temperature pickup unit (temperature
sensing unit) consists of a resistor that is highly
sensitive to temperature changes. The temperature
pickup unit is usually located in the cabin or cabin
air supply duct. As the temperature of the air sup
ply changes, the resistance value of the pickup unit
also changes, thus causing the voltage drop across
the pickup to change. The cabin temperature pickup
is a thermistor type unit (figure 14-35). As the
ambient temperature of the resistance bulb in-
creases, the resistance of the bulb decreases.
FIGURE 1635. Thermistor.
Cabin Air Temperature Selector
The air temperature selector (see figure 14-34)
is a rheostat located in the cabin. It permits selec-
tive temperature control by varying the effective
temperature control point of the cabin air tempera-
ture pickup unit. The rheostat causes the cabin tem-
perature pickup unit to demand a specific tempera-
ture of the supply air.
Cabin Air Temperature Control Regulator
The cabin air temperature control regulator, in
conjunction with the air temperature selector rheo-
stat and the air duct temperature pickup unit, auto-
matically maintains the temperature of the air enter-
ing the cabin at a preselected value. The tempera-
ture regulator is an electronic device with a temper-
ature regulating range. In some installations, this
range may extend from as low as 32 F. to as high
as 117 F.
The output of the regulator controls the position
of the butterfly in the mixing valve, thus controlling
the temperature of the inlet air to the cabin.
Typical System Operation
Figure 14-36 shows an electrical schematic of a
typical air temperature control system. In most air
temperature control systems, there is one switch to
select the mode of temperature control. Usually, this
switch will have four positions: off, auto,
man. hot, and man. cold. In the off position,
the air temperature control system is inoperative.
With the switch in the auto range, the air temper-
ature control eystem is in the automatic mode. With
the switch in either the man. hot or man. cold
position, the air temperature control system is in
the manual mode.
574
_ -
Tl
.
I III
.
Heating
element
C;anm air
pickup unit
Control 1 1 -
BS
T3 L...,..I
x+ my-
Cold?
I
-+
Hot
field SCXeCCr
I
rheostat
I I
thermistor 4 & 4
No. 2
I_ I A
Regulator
- w
.
Man.
hot
FIGURE 14-36. Air temperature control system (simplified).
ELECTRONIC TEMPERATURE CONTROI RE@Ub
TOR
The cabin selector rheostat and the cabin air
pickup unit (thermistor) determine the direction
and amount of rotation of the mixing valve motor.
This function is controlled in the cabin air tempera-
ture regulator, The cabin selector rheostat and the
cabin air pickup unit (see figure 14-36) are con-
nected into a bridge circuit which also includes two
thermistors that are located in the regulator.
The bridge circuit is energized by an a.c. source
(Tl). If the resistance of the cabin air pickup unit
and the cabin selector rheostat were equal, then
points A and B would have no potential difference.
Note that points A and B are the signal reference
points for Vl (grid and cathode). If the cabin air
temperature increases, the resistance value of the
cabin air temperature pickup unit decreases, since
the flow of the air passes over the pickup unit. This
decrease in resistance of the pickup unit causes the
voltage developed across the pickup unit to de-
crease, resulting in a potential difference between
points A and B.
This signal, which is impressed on the grid of
Vl, goes through two stages of voltage amplifica-
tion (Vl and V2). The amplified signal is applied
to the grids of the two thyratron tubes (V3 and
V4). The thyratron tubes (gas filled triode or te-
trode) are used for signal phase detection. For ex-
ample, if the signal on the grid of V3 is in phase
with the signal on the plate, V3 will conduct, caus-
ing current to flow through the coil of relay Kl and
close its contacts.
One set of contacts completes a circuit for direct
current flow to the cold-field coil of the mixing
valve motor. This directs more hot air into the
refrigeration unit, thereby cooling the cabin air.
At the same time, the remaining set of contacts of
Kl completes a source of a.c. power (T3) to the
heating element of thermistor No. 1 of the bridge
circuit, causing the resistance of thermistor No. 1 to
decrease. (Remember that a thermistors resistance
decreases as the temperature rises.) The resultant
change in the voltage drop across thermistor No. 1
results in a balanced bridge across points A and B.
This, in turn, causes relay Kl to become de-ener-
gized, stopping the rotation of the mixing valve
motor.
At this point, heater voltage is removed from
thermistor No. 1 and it cools, again unbalancing
the bridge. This causes the mixing valve motor to
drive farther towards the cool position, allowing
still more refrigerated air to enter the cabin.
Cycling continues until the drops in voltage across
the pickup unit and the selector rheostat are equal.
Had the cabin air temperature been colder than
the selected setting, the bridge would have become
575
unbalanced in the opposite direction. This would
have caused relay K2 on the regulator to become
energized, thus energizing the hot-field coil of the
mixing valve motor.
The bridge may also be unbalanced by another
method, i.e., by re-positioning the cabin selector
rheostat. Again the mixing valve moves to regulate
the temperature of the air until the bridge is re-bal-
anced.
VAPOR CYCLE SYSTEM (FREON)
Vapor cycle cooling systems are used on several
large transport aircraft. This system usually has a
greater cooling capacity than an air cycle system,
and in addition, can usually be used for cooling on
the ground when the engines are not operating.
An aircraft freon system is basically similar in
principle to the kitchen refrigerator or the home air
conditioner. It uses similar components and opera-
ting principles and in most cases depends upon the
electrical system for power.
Vapor cycle systems make use of the scientific
fact that a liquid can be vaporized at any tempera-
ture by changing the pressure acting on it. Water,
at sea level barometric pressure of 14.7 p.s.i.a. will
boil if its temperature is raised to 212 F. The same
water in a closed tank under a pressure of 90
p.s.i.a. will not boil at less than 320 F. If the
pressure is reduced to 0.45 p.s.i.a. by a vacuum
pump, the water will boil at 100 F. If the pressure
is reduced further, the water will boil at a still
lower temperature; for instance, at 0.12 p.s.i.a.,
water will boil at 40 F. Water can be made to boil
at any temperature if the pressure corresponding to
the desired boiling temperature can be maintained.
Refrigerution Cycle
The basic laws of thermodynamics state that heat
will flow from a point of higher temperature to a
point of lower temperature. If heat is to be made to
flow in the opposite direction, some energy must be
supplied. The method used to accomplish this in an
air conditioner is based on the fact that when a gas
is compressed, its temperature is raised, and, simi-
larly, when a compressed gas is allowed to expand,
its temperature is lowered.
To achieve the required reverse flow of heat, a
gas is compressed to a pressure high enough so that
its temperature is raised above that of the outside
air. Heat will now flow from the higher temperature
gas to the lower temperature surrounding air (heat
sink), thus lowering the heat content of the gas.
The gas is now allowed to expand to a lower pres-
sure; this causes a drop in temperature that makes
it cooler than the air in the space to be cooled (heat
source).
Heat will now flow from the heat source to the
gas, which is then compressed again, beginning a
new cycle. The mechanical energy required to cause
this apparent reverse flow of heat is supplied by a
compressor. A typical refrigeration cycle is illus-
trated in figure 14-37.
Gaseous refrigerant
under low pressure \
-----
I
vansion
Liquid refrigerant
FIGURE 1637. Refrigeration cycle.
This refrigeration cycle is based on the principle
that the boiling point of a liquid is raised when the
pressure of the vapor around the liquid is raised.
The cycle operates as follows: A liquid refrigerant
confined in the receiver at a high pressure is al-
lowed to flow through the expansion valve into the
evaporator. The pressure in the evaporator is low
enough so that the boiling point of the liquid ref.ri-
gerant is below the temperature of the air to be
cooled, or heat source. Heat flows from the space to
be cooled to the liquid refrigerant, causing it to boil
(to be converted from liquid to a vapor). Cold
vapor from the evaporator enters the compressor,
where its pressure is raised, thereby raising the
boiling point. The refrigerant at a high pressure
and high temperature flows into the condtmser.
576
Here heat flows from the refrigerant to the outside
air, condensing the vapor into a liquid. The cycle is
repeated to maintain the cooled space at the selected
temperature.
Liquids that wilI boil at low temperatures are the
most desirable for use as refrigerants. Compara-
tively large quantities of heat are absorbed wnen
liquids are changed to a vapor. For this reason,
liquid freon is used in most vapor cycle refrigera-
tion units whether used in aircraft or in home air
conditioners and refrigerators.
Freon is a fluid which boils at a temperature of
approximately 39 F. under atmospheric pressure.
Similar to other fluids, the boiling point may be
raised to approximately 150 F. under a pressure of
96 p.s.i.g. These pressures and temperatures are
representative of one type of freon. Actual values
will vary slightly with different types of freon. The
type of freon selected for a particular aircraft will
depend upon the design of the freon system compo-
nents installed.
Freon, similar to other fluids, has the characteris-
tic of absorbing heat when it changes from a liquid
to a vapor. Conversely, the fluid releases heat when
it changes from a vapor to a liquid. In the freon
cooling system, the change from liquid to vapor
(evaporation or boiling) takes place at a location
where heat can be absorbed from the cabin air, and
the change from vapor to liquid (condensation)
takes place at a point where the released heat can
be ejected to the outside of the aircraft. The pres-
sure of the vapor is raised prior to the condensation
process so that the condensation temperature is rel-
atively high. Therefore, the freon, condensing at
approximately 150 F., will lose heat to the outside
air which may be as hot as 100 F.
The quantity of heat that each pound of refriger-
ant liquid absorbs while flowing through the evapo-
rator is known as the refrigeration effect. Each
pound flowing through the evaporator is able to
absorb only the heat needed to vaporize it, if no
superheating (raising the temperature of a gas
above that of the boiling point of its liquid state)
takes place. If the liquid approaching the expansion
valve were at exactly the temperature at which it
~8s vaporizing in the evaporator, the quantity of
heat that the refrigerant could absorb would be
equal to its latent heat. That is the amount of heat
required to change the state of a liquid, at the
boiling point, to a gas at the same temperature.
When liquid refrigerant is admitted to the evapo-
rator, it is completely vaporized before it reaches
the outlet. Since the liquid is vaporized at a low
temperature, the vapor is still cold after the liquid
has completely evaporated. As the cold vapor flows
through the balance of the evaporator, it continues
to absorb heat and becomes superheated.
The vapor absorbs sensible heat (heat which
causes a temperature change when added to, or
removed from matter) in the evaporator as it be-
comes superheated. This, in effect, increases the re
frigerating effect of each pound of refrigerant. This
means that each pound of refrigerant absorbs not
only the heat required to vaporize it, but also an
additional amount of sensible heat which superheats
it.
FREON SYSTEM COMPONENTS
The major components of a typical freon system
are the evaporator, compressor, condenser, and
expansion valve (figure 14-38). Other minor
items may include the condenser fan, receiver
(freon storage), dryer, surge valve, and tempera-
ture controls. These items are interconnected by
appropriate tubing to form a closed loop in which
the freon is circulated ,during operation.
Freon System Operational Cycle Compressor
The principle of operation of the system can be
explained by starting with the function of the com-
pressor. The compressor increases the pressure of
the freon when it is in vapor form. This high
pressure raises the condensation temperature of the
freon and produces the force necessary to circulate
the freon through the system.
The compressor is driven either by an electric
motor or by an air turbine drive mechanism. The
compressor may be a centrifugal type or a piston
type. The compressor is designed to act upon
freon in a gaseous state and in conjunction with
the expansion valve, maintains a difference in
pressure between the evaporator and the condenser.
If the liquid refrigerant were to enter the com-
pressor, improper operation would occur. This
type of malfunction is called slugging. Auto-
matic controls and proper operating procedures
must be used to prevent slugging.
Condenser
The freon gas is pumped to the condenser for
the next step in the cycle. At the condenser the
gas passes through a heat exchanger where outside
(ambient) air removes heat from the freon. When
heat is removed from the high-pressure freon gas:
a change of state takes place and the freon con-
denses to a liquid. It is this condensation process
which releases the heat the freon picks up from
577
Ran
Condenser pressure
switch
2 Ejector
- assembly
Aircraft skin 4!!Lf
Ejector air
Ground
I
shutoff valve
cooling
Ram air out
Electronic
equipment
Charge
Engines
connection
Sub Thermostatic
cooler
-D-
expansion valve
\
Filte&er -
Air filter 1
1
Charge
W valve
Pressure
switch
El
Low temperature
cutout switch
Reli-- V, .,LG
valve
Evaporator fan
/
glass Evannrator
a
K%ZI Refrigerant vapor
L;iiyJ.....I
Lubricating oil and
refrigerant vapor
~OOOO~[ Engine bleed air
WA Refrig-ant
m Evaporator discharge airflow
- superheated vapor
B Flow direction
iilmm
Refrigerant liquid
and vapor
FIGURE 14-38. Vapor cycle system flow schematic.
the cabin air, The flow of ambient air through
the condenser unit is ordinarily modulated by
controllable inlet or outlet doors according to cool-
ing requirements. A condenser cooling air fan or
air ejector is often used to help force the ambient
air through the condenser; this item is important
for operation of the system on the ground.
Receiver
From the condenser the liquid freon flows to the
receiver which acts as a reservoir for the liquid
refrigerant. The flui,d level in the receiver varies
with system demands. During peak cooling
periods, there will be less liquid than when the
load is light. Th * e prime function of the receiver
is to ensure that the thermostatic expansion valve
is not starved for refrigerant under heavy cooling
load conditions.
Subcooler
Some vapor cycle systems use a subcooler to re-
duce the temperature of the liquid refrigerant after
it leaves the receiver, By cooling the refrigerant
premature vaporization (flash-off) can be pre-
vented. Maximum cooling takes place when the
refrigerant changes from a liquid to a gaseous state.
For efficient system operation this must occur
in the evaporator. If the refrigerant vaporizes
before it reaches the evaporator the cooling ef-
ficiency of the system is reduced.
578
The subcooler is a heat exchanger containing
passages for liquid freon from the receiver on its
way to the evaporator and cold freon gas leaving
the evaporator on its way to the compressor. The
liquid on the way to the evaporator is relatively
warm in comparison to the col,d gas leaving the
evaporator. Although the gas leaving the evap-
orator has absorbed heat from the air being cir-
culated through the evaporator, its temperature is
still in the vicinity of 40 F. This cool gas is fed
through the subcooler where it picks up additional
heat from the relatively warm liquid freon that is
flowing from the receiver. This heat exchange
subcools the liquid freon to a level that ensures
little or no flash-off (premature vaporization) on
its way to the evaporator.
Subcooling is a term used to describe the cooling
of a liquid refrigerant at constant pressure to a
point below the temperature at which it was con-
densed. At 117 p.s.i.g., freon vapor condenses at
a temperature of 100 F. If, after the vapor has
been completely condensed, the liquid is cooled
still further to a temperature of 76O F., it will have
been subcooled 24O. Through subcooling, the
liquid ,delivered to the expansion valve is cool
enough to prevent most of the flash-off that would
normally result, thereby making the system more
efficient.
Filter/Drier
The system illustrated in figure 14-38 has a
filter/drier unit installed between the subcooler
and the sight glass. The filter/drier is essentially
a sheet-metal housing with inlet and outlet connec-
tions and contains alumina desiccant, a filter screen,
and a filter pad. The alumina dseiccant acts as a
moisture absorbent so that dry freon flows to the
expansion valve. A conical screen and fiber glass
pad act as a filtering device, removing contami-
nants.
Scrupulously clean refrigerant at the expansion
valve is a must because of the critical clearances
involved. Moisture may freeze at the expansion
valve, causing it to hang up with a resulting star-
vation or flooding of the evaporator.
Sight Glass
To aid in determining whether servicing of the
refrigerating unit is required, a liquid line sight
glass or liquid level gage is installed in the line
between the filter/drier and the thermostatic ex-
pansion valve. The sight glass consists of a fitting
with windows on both sides, permitting a view of
fluid passage through the line. In some systems
the sight glass is constructed as a part of the filter/
drier.
During refrigeration unit operation, a steady
flow of freon refrigerant observed through the sight
glass indicates that sufficient charge is present. If
the unit requires additional refrigerant, bubbles
will be present in the sight glass.
Expansion Valve
The liquid freon flows to the expansion valve for
the next step in the operation. The freon coming
out of the condenser is high-pressure liquid re-
frigerant. The expansion valve lowers the freon
pressure and thus lowers the temperature of the
liquid freon. The cooler liquid freon makes it
possible to cool cabin air passing through the
evaporator.
The expansion valve, mounted close to the evap-
orator, meters the flow of refrigerant into the
evaporator. Efficient evaporator operation depends
upon the precise metering of liquid refrigerant into
the heat exchanger for evaporation. If heat loads
on the evaporator were constant, an orifice size
could be calculated and used to regulate the re-
frigerant supply. A practical system, however,
encounters varying heat loads and, therefore, re-
quires a refrigerant throttling device to prevent
starvation or flooding of the evaporator, which
would affect the evaporator and system efficiency.
This variable-orifice effect is accomplished by the
thermostatic expansion valve, which senses evap
orator conditions and meters refrigerant to satisfy
them. By sensing the temperature and the pres-
sure of the gas leaving the evaporator, the expan-
sion valve precludes the possibility of flooding the
evaporator and returning liquid refrigerant to the
compressor.
The expansion valve, schematically portrayed in
figure 14-39, consists of a housing containing inlet
and outlet ports. The flow of refrigerant to the
outlet ports is controlled by positioning a metering
valve pin. Valve pin positioning is controlled by
the pressure created by the remote sensing bulb,
the superheat spring setting, and the evaporator
discharge pressure supplied through the external
equalizer port.
The remote sensing bulb is a closed system filled
with refrigerant and the bulb is attached to the
evaporator. Pressure within the bulb corresponds
to the refrigerant pressure leaving the evaporator.
This force is felt on top of the ,diaphragm in the
power head section of the valve, and any increase
in pressure will cause the valve to move towards
an open position. The bottom side of the dia-
phragm has the forces of the superheat spring and
evaporator discharge pressure acting in a direction
to close the valve pin. The valve position at any
instant is the result of these three forces.
579
/I
ok sensing bulb
/ -4
4
Power head diaphragm
, Superheat rpnng
, External equalizer line port
FIGURE 14-39. Schematic of thermostatic expansion valve.
If the temperature of the gas leaving the evap-
orator increases above the desired superheat valve,
it will be sensed by the remote bulb. The pressure
generated in the bulb is transmitted to the dia-
phragm in the power section of the valve, causing
the valve pin to open. A decrease in the tempera-
ture of the gas lea\-ing the evaporator will cause
the pressure in the remote bulb to decrease, and
the valve pin will move toward the closed posi-
tion.
The superheat spring is designed to control the
amount of superheat in the gas leaving the evap-
orator. A vapor is said to be superheated when
its temperature is higher than that necessary to
:hange it from a liquid to a gas at a certain pres-
;ure. This ensures that the freon returning to the
compressor is in the gaseous state.
The equalizer port is provided to compensate for
the effect the inherent evaporator pressure drop
has on the superheat setting. The equalizer senses
evaporator discharge pressure and reflects it back
to the power head diaphragm, adjusting the expan-
sion vail-e pin position to hold the desired super-
heat value.
Evaporator
The nest unit in the line of cooling flow after
the expansion valve is the evaporator, which is a
heat exchanger forming passages for cooling air
flow and for freon refrigerant. Air to be cooled
flows through the evaporator.
The freon changes from a liquid to a vapor at
the evaporator. In effect, the freon boils in the
evaporator, and the pressure of the freon is con-
trolled to the point where the boiling (evaporation)
takes place at a temperature which is lower than
the cabin air temperature. The pressure (saturated
pressure) necessary to produce the correct boiling
temperature must not be too low; otherwise, freez-
ing of the moisture in the cabin air will block the
air passages of the evaporator. As the freon
passes through the evaporator, it is entirely con-
verted to the gaseous state.
This is essential to obtain the maximum cooling
and also to prevent liquid freon from reaching the
compressor. The evaporator is designed so that
heat is taken from the cabin air; therefore, the
cabin air is cooled. All the other components in
the freon system are designed to support the evap-
orator, where the actual cooling is done,
After leaving the evaporator, the vaporized re-
frigerant flows to the compressor and is compressed.
Heat is being withdrawn through the walls of the
condenser and carried away by air circulating
around the outside of the condenser. As the vapor
condenses to a liquid it gives up the heat which
was absorbed when the liquid changed to a vapor
in the evaporator. From the condenser the liquid
refrigerant flows back to the receiver, and the cycle
is repeated.
DESCRIPTION OF A TYPICAL SYSTEM
Since the vapor cycle system used in Boeing air-
craft models 707 and 720 are typical of most vapor
cycle systems, they are used here to describe the
operation of such systems.
The major components of the vapor cycle air
conditioning system are the: (1) Air turbine centri-
fugal compressors, (2) primary heat exchangers,
(3) refrigeration units, (4.) heaters, and (5) neces-
sary valves to control the airflow.
The vapor cycle system shown schematically in
figure 14-40 is divided into a left-hand and a
right-hand installation. Both installations are func-
tionally identical.
Air Turbine Compressor
The cabin and flight compartments are pressur-
ized by using two air turbine centrifugal compres-
sors (turbo-compressors). Each compressor consists
of a turbine section and a compressor section as
shown in figure 1441.
580
y--m&>zbT-----y .3
-----
r------
' It
malii GIG---
--
-----
-)I 7
Flight station
electric heater
_----_ _
JI I
+J! -Pressure regulator
Ldt wing isolation valve
J ,\ )) \\ d, idation Give _
Recirculation fan
Cabin recirdation
..l..,
From L/H
refrigeration e c
unit
1 @From R/H
refrigeratioc
unit
cooling
air inlet
0
To R/H
refrigeration unit
air outlet
u
To L/H
refrigeration unit
Pressure J
regulator
Engine
- 6a starter
l=i No. 2
c3 cld.ingair c3 cld.ingair
* Cabin& * Cabin&
Shutoff valve Shutoff valve
cl cl
+ Check valve + Check valve
FIGURE 14-40. Schematic of vapor cycle air conditioning system on Boeing 707 and 720 airplanes.
581
- r Turbine scroll
Compressor impeller
Sixteenth stage compressed
air from engine bleed supply
@ Compressor inlet air
e Compressor discharge air
D Turbine inlet air
@ Turbine discharge air
FIGURE 14-41. Schematic of air turbine centrifugal compressor.
The turbine section inlet duct is connected to the
sixteenth stage compressed air from the engine
bleed air manifold. The bleed air is under a pres-
sure of approximately 170 p.s.i. This high-pressure,
high-velocity air is reduced to approximately 76
p.s.i. by a differential pressure regulator located in
the air duct leading to the turbine inlet. This regu-
lated air pressure turns the turbine at about 49,OQO
r.p.m.
Since the compressor is connected directly to the
turbine, it also turns at the same r.p.m. The com-
pressor output is approximately 1,070 cu. ft. of air
per minute at a maximum of 50 p.s.i. The compres-
sor section inlet is connected to a ram-air scoop and
the outlet is connected through ducts into the air
conditioning system.
Air flows through the ducts, through a wing iso-
lation valve, past the shutoff valve, and through the
primary heat exchanger.
Primary Heat Exchangers
The two primary (air-to-air) heat exchangers are
located in the left- and right-hand installation of the
vapor cycle system as shown in figure 14-40.
Each primary heat exchanger consists of a duct
assembly, a core assembly, and a pan assembly. The
welded duct assembly contains boih the inlet and
outlet passages. The tube-type core assembly forms
FIGURE 14-42. Schematic of primary heat exchanger.
the center portion of the unit. The pan assembly
completes the enclosure of the tubes. Cabin ventilat-
ing air flows through the inside of the tubes of the
core assembly. Ram air is forced around and be-
tween the outside of the tubes. Figure 1442 shows
a schematic diagram of the primary heat exchanger.
The primary heat exchangers remove about 10%
of the heat of compression from the cabin ventilat-
ing air as it comes frpm the turbo-compressors, thus
cooling the air to about 10 to 25 above outside
air temperature.
Refrigeration Units
From the primary heat exchangers the ventilating
air is ducted to the refrigeration units. The two
refrigeration units are located in the left- and
right-hand installation of the vapor cycle system as
shown in figure 1440. Each refrigeration unit con-
sists of an electric motor driven f;eon compressor,
an air-cooled refrigerant condenser, a receiver
(freon container), an evaporator heat exchanger, a
dual control valve, a heat exchanger (liquid-to-gas),
and the necessary electrical components to assure
proper operation of the unit. The refrigerant used
in the system is freon 114. Lubricating oil is added
to the freon each time the refrigeration unit is
charged to provide lubrication for the compressor
bearings.
After the air is cooled to the desired temperature,
it is ducted into the cabin and flight deck.
Electric Heaters
The main cabin ventilating air and the flight
compartment ventilating air are heated separately
and independently by two electric heaters, one
heater for each.
The flight compartment heater consists of a core
which is made up of nine electrical heater elements
mounted in a rectangular aluminum shell assembly,
three protectors, a.c. power connection to the ele-
ments, and a control circuit to the thermal protec-
tors.
The main cabin heater is similar but has a
greater output capacity since it provides heat for a
larger compartment and a greater volume of air.
Air Routing/Valves
The solid black arrows in figure 14-40 indicate
the flow route of the ventilating air from the turbo-
compressor, through the air conditioning units to
the cabin and flight compartment. The three-port
gang valve regulates the flow of hot or cold air to
the cabin in response to the selected temperature.
AIR CONDlTlONlNG AND PRESSURIZATION
SYSTEM MAINTENANCE
The maintenance required on air conditioning
and pressurization systems varies with each aircraft
model. This maintenance follows procedures given
in the appropriate aircraft manufacturer or equip-
ment manufacturers maintenance manuals. It
usually consists of inspections, servicing, removing,
and installing components, performing operational
checks, and troubleshooting for the isolation and
correction of troubles within the system.
Inspections
Periodically inspect the system for component se-
curity and visible defects. Particular attention
should be paid to the heat exchangers for signs of
structural fatigue adjacent to welds. The ducting
should be securely attached and adequately sup
ported. Insulating blankets must be in good repair
and secured around the ducting.
Servicing
Each refrigeration unit contains freon for ab-
sorbing heat, plus oil mixed with the freon for
lubricating the compressor motor bearings. If there
is insu5cient freon in the unit, it is incapable of
absorbing heat from the air going to the cabin. If
there is insufficient oil, the motor bearings will ov-
erheat and eventually cause unsatisfactory compres-
sor operation. It is important that sufficient
amounts of freon and oil be in the unit at all times.
In contrast to a hydraulic system where the cir-
cuits consist of closed loops containing fluid at all
times, a freon loop contains quantities of both liq-
uid and vapor. This, in addition to the fact that it
is unpredictable exactly where in the system the
liquid will be at any one instant, makes it di5cult
to check the quantity of freon in the system.
Regardless of the amount of freon in the com-
plete system, the liquid level can vary significantly,
depending on the operating conditions. For this
reason, a standard set of conditions should be ob-
tained when checking the freon level. These condi-
tions are specified by the manufacturer and, as
mentioned previously, vary from aircraft to aircraft.
To check the freon level, it is necessary to oper-
ate the refrigeration unit for approximately 5 min.
to reach a stable condition. If the system uses a
sight glass, observe the flow of freon through the
sight glass. A steady flow indicates that a sufficient
charge is present. If the freon charge is low, bub-
bles will appear in the sight glass.
When adding freon to a system, add as much oil
as is felt was lost with the freon being replaced. It
is impossible to determine accurately the amount of
oil left in a freon system after partial or complete
loss of the freon charge. However, based on experi-
ence, most manufacturers have established proce-
dures for adding oil. The amount of oil to be added
is governed by: (1) The amount of freon to be
added, (2) whether the system has lost all of its
charge and has been purged and evacuated, (3)
whether a topping charge is to be added, or (4)
whether major components of the system have been
changed.
Usually one-fourth-ounce of oil is added for each
pound of freon added to the system. When chang-
ing a component, an additional amount of oil is
added to replace that which is trapped in the re-
placed component.
Oil for lubrication of the compressor expansion
valve, and associated seals must be sealed in the
system. The oil used is a special highly refined
mineral oil free from wax, water and sulfur. Al-
ways use the oil specified in the manufacturers
maintenance manual for a specific system.
Freon-l 2
Freon-12 is the most commonly used refrigerant.
It is a fluorinated hydrocarbon similar to carbon
tetrachloride with 2 of the chlorine atoms replaced
by 2 fluorine atoms. It is stable at low or high
temperatures, does not react with any of the ma-
terials or seals used in an air conditioning system,
and is non-flammable.
Freon-12 will boil at sea level pressure at -21.6
F. Any freon-12 dropped on the skin will result in
frostbite. Even a trace in the eye can cause dam-
age. If this should occur, treat the eye with clean
mineral oil, or petroleum jelly followed with a boric
acid wash. GET TO A PHYSICIAN OR HOS-
PITAL AS SOON AS POSSIBLE.
Freon is colorless, odorless, and non-toxic; how-
ever, being heavier than air, it will displace oxygen
and can cause suffocation. When heated over an
open flame, it converts to phosgene gas which is
deadly! Avoid inhaling freon or contact with this
gas.
Wear a face shield, gloves and protective cloth-
ing when working with freon.
Manifold Set
Whenever a freon system is opened for mainte-
nance, a portion of the freon and oil will be lost.
Replenishment of the freon and oil is a must for
efficient system operation. This requires the use
of a special set of gages and interconnected hoses.
The manifold set (figure 14-43) consists of a
manifold with three fittings to which refrigerant
service hoses are attached: two hand valves with
0 ring type seals, two gages, one for the low
pressure side of the system and one for the high
pressure side of the system.
The low pressure gage is a compound gage,
meaning it will read pressures either side of at-
mospheric. It will indicate to about 30 inches of
mercury, gage pressure (below atmospheric) to
about 60 psi gage pressure above atmospheric.
The high pressure gages usually have a range
from zero up to about 600 p.s.i. gage pressure.
The low pressure gage is connected on the mani-
fold directly to the low side fitting. The high
pressure gage likewise connects directly to the high
side fitting. The center fitting of the manifold can
be isolated from either of the gages or the high
and low service fittings by the hand valves. When
these valves are turned fully clockwise, the center
fitting is isolated. If the low pressure valve is
opened (turned counter-clockwise), the center fit-
ting is opened to the low pressure gage and the
low side service line. The same is true for the
high side when the high pressure valve is opened.
Special hoses are attached to the fittings of the
manifold valve for servicing the system. The high
pressure charging hose attaches to the service val\-e
in the high side, either at the compressor discharge,
the receiver dryer, or on the inlet side of the ex-
pansion valve. The low pressure hose attaches to
Compound Gage
High Pressure Gage
Low Side Valve High Side Valve
FIGURE 1443. Freon manifold set.
584
the service valve at the compressor inlet, or at the
discharge side of the expansion valve. The center
hose attaches to the vacuum pump for evacuating
the system, or to the refrigerant supply for charg
ing the system. Charging hoses used with Schrader
valves must have a pin to depress the valve.
When not using the manifold set, be sure the
hoses are capped to prevent moisture contaminating
the valves.
Purging the System
Whenever a freon system is to be opened for
maintenance it is necessary to purge the system.
The manifold set is connected as previously de-
scribed except the center hose is not yet connected
to the v-acuum pump. Cover the center hose with
a clean shop towel, open both valves slowly. This
will permit the gas to escape but will not blow the
oil from the system. When both gages read zero,
the system may be opened.
Evacuating the System
Only a few drops of moisture will contami-
nate and completely block an air conditioning sys-
tem. If this moisture freezes in the expansion
valve, the action stops. Water is removed from
the system by evacuation. Anytime the system has
been opened it must be evacuated before recharg-
ing.
The manifold set is connected into the system
with the center hose connected to a vacuum pump.
The pump reduces the pressure, moisture vaporizes
and is drawn from the system. A typical pump
used for evacuating air conditioning systems will
pump 0.8 cubic feet of air per minute and will
evacuate the system to about 29.62 inches of mer-
cury (gage pressure). At this pressure water will
boil at 45 F. Pumping down or evacuating a
system usually requires about GO minutes pumping
time.
Recharging
With the system under vacuum from evacuation,
close all valves, connect the center hose to a re-
frigerant supply. Open the container valve, loosen
the high side hose at its connection to the system,
and allow some freon to escape. This purges the
manifold set. Tighten the hose.
Open the high pressure valve, this will permit
freon to flow into the system. The low pressure
gage should begin to indicate that the system is
coming out of the vacuum. Close both valves.
Start the engine, set the rpm at about 1250. Set
the controls for full cooling. With the freon con-
tainer upright to allow vapor to come out, open
the low pressure valve to allow rapors to enter the
system. Put as many pounds of freon into the
system as called for by the specifications. Close
all valves, remove manifold set and perform an
operational check.
Checking Compressor Oil
The compressor is a sealed unit in the refrigera-
tion system. Any time the system is evacuated the
oil quantity must be checked. Remove the filler
plug and using the proper type dip stick, check the
oil quantity. It should be maintained in the proper
range using oil recommended by the manufacturer.
After adding oil, replace the filler plug and re-
charge the system.
CABIN PRESSURIZATION OPERATIONAL CHECKS
Two operational checks can be performed on a
cabin air conditioning and pressurization system.
The first is a general operational check of the com-
plete system, designed to ensure the proper opera-
tion of each major system component as well as the
complete system. The second is a cabin pressuriza-
tion check designed to check the cabin for airtight-
ness.
To operationally check the air conditioning sys-
tem, either operate the engines or provide the neces-
sary ground support equipment recommended by
the aircraft manufacturer.
With system controls positioned to provide cold
air, ensure that cold air is flowing from the cabin
distribution outlets. Position the system controls to
provide heated air and check to see that there is an
increase in the temperature of the airflow from the
distribution outlets.
Checking the cabin pressurization system consists
of the following : ( 1) A cheek of pressure regulator
operation, (2) a check of pressure relief and dump
valve operation, (3) a cabin static pressure test,
and (4) a cabin dynamic pressure test.
To check the pressure regulator, connect an air
test stand and a monometer (a gage for measuring
pressure, usually in inches of Hg) to the appropri-
ate test adapter fittings. With an external source of
electrical power connected, position the system con-
trols as required. Then pressurize the cabin to 7.13
in. Hg, which is equivalent to 3.5 p.s.i. The pressur-
ization settings and tolerances presented here are
for illustrative purposes only. Consult the applicable
maintenance manual for the settings for a particular
make and model aircraft. Continue to pressurize the
cabin, checking to see that the cabin pressure regu-
lator maintains this pressure.
585
The complete check of this pressure relief and
dump valve consists of three individual checks.
First, with the air test stand connected to pressurize
the cabin, position the cabin pressure sde~tor
switch to dump the cabin air. If cabin pressure
decreases to less than 0.3 in. Hg (0.15 p.9.i.)
through both the pressure relief and dump valves,
the valves are dumping pressure properly. Second,
using the air test stand, re-pressurize the cabin.
Then position the manual dump valve to dump. A
lowering of the cabin pressure to 0.3 in. Hg (0.15
p.s.i.) and an airflow through the pressure relief
and dump valve indicate that tbe manual dumping
function of this valve is satisfactory. Third, position
the master pressure regulator shutoff valve to all
off. (This position is used for ground testing
only.) Then, using the air test stand, pressurize the
cabm to 7.64 in. Hg (3.75 p.s.i.) Operation of the
pressure relief and dump valves to maintain this
pressure indicates that the relief function of tbe
cabin pressure relief and dump valves is satisfactory.
The cabin static pressure test checks the fuselage
for structural integrity. To perform this test,
connect the air test stand and pressurize the fuse-
lage to 10.20 in. Hg (5.0 p.s.i.). Check the aircraft
skin exterior for cracks, distortion, bulging, and
rivet condition.
Pressure checking the fuselage for air leakage is
called a cabin pressure dynamic pressure test. This
check consists of pressurizing the cabin to a specific
pressure using an air test stand. Then with a mono-
meter, determine the rate of air pressure leakage
within a certain time limit specified in the aircraft
maintenance manual. If leakage is excessive, large
leaks can be located by sound or by feel. Small
leaks can be detected using a bubble solution or a
cabin leakage tester.
A careful observation of the fuselage exterior,
prior to its being washed, may also reveal small
leaks around rivets, seams, or minute skin cracks. A
telltale stain will be visible at the leak area.
CABIN PRESSURIZATION TROUEILESHOOTING
Troubleshooting consists of three steps: (1) Es-
tablishing the existence of trouble, (2) determining
all possible causes of the trouble, and (3) identify-
ing or isolating the specific cause of the trouble.
Troubleshooting charts are frequently provided
in aircraft maintenance manuals for use in deter-
mming the cause, isolatmn procedure, and remedy
for the more common malfunctions which cause the
cabin air conditioning and pressurization systems to
become inoperative or uncontrollable. These charts
usually list the mat common system failures.
Troubleshooting charts are organized in a definite
sequence under each trouble, according to the prob-
ability of failure and ease of investigation. To ob-
tain maximum value, the following procedures are
recommended when applying a troubleshooting
chart to system failures:
(1) Determine which trouble listed in the
table most closely resembles the actual
failure being experienced in the system.
(2) Eliminate the possible causes listed under
the trouble selected, in the order in which
they are listed, by performing the isola-
tion procedure for each until the malfunc-
tion is discovered.
(3) Correct the malfunction by following the
instructions listed in the correction
column of the troubleshooting chart..
Figure 14-44 is an example of the type of trouble-
shooting chart provided in the maintenance manual
for an aircraft that uses an air cycle system.
OXYGEN SYSTEMS GENERAL
The atmosphere is made up of about 21% oxy-
gen, 78% nitrogen, and 1% other gases by volume.
Of these gases, oxygen is the most important. As
altitude increases, the air thins out and air pressure
decreases. As a result, the amount of oxygen availa-
ble to support life functions decreases.
Aircraft oxygen systems are provided to supply
the required amount of oxygen to keep a sufficient
concentration of oxygen in the lungs to permit nor-
mal activity up to indicated altitudes of about
40,ooo ft.
Modern transport aircraft cruise at altitudes
where cabin pressurization is necessary to maintain
the cabin pressure altitude between 8,000 and
15,000 ft. regardless of the actual altitude of the
aircraft. Under such conditions, oxygen is not
needed for the comfort of the passengers and crew.
However, as a precaution, oxygen equipment is in-
stalled for use if cabin pressurization fails. Portable
oxygen equipment may also be aboard for first-aid
purposes.
With some of the smaller and medium size air-
craft designed without cabin pressurization, oxygen
equipment may be installed for use by passengers
and crew when the aircraft is flown at high alti-
tudes. In other instances where there is no installed
oxygen system, passengers and crew depend on
portable oxygen equipment stowed in convenient
positions.
The design of the various oxygen systems used in
aircraft depends largely on the type of aircraft, its
operational requirements, and, where applicable, the
pressurization system. In some aircraft a continu-
ous-flow oxygen system is installed for both passen-
gers and crew. The pressure demand system is
widely used as a crew system, especially on the
larger transport aircraft. Many aircraft have a com-
bination of both systems which may be augmented
by portable equipment.
Continuous Flow System
In simple form a basic continuous-flow oxygen
system is illustrated in figure 14-45. As shown in
the illustration, with the line valve turned on,
oxygen will flow from the charged cylinder through
the high-pressure line to the pressure-reducing
valve, which reduces the pressure to that .required
at the mask outlets. A calibrated orifice in the out-
lets will control the amount of oxygen delivered to
the mask.
The passenger system may consist of a series of
plug-in supply sockets fitted to the cabin walls adja-
cent to the passenger seats to which oxygen masks
can be connected, or it may be the drop out mask
arrangement where individual masks are presented
automatically to each passenger if pressurization
fails. In both cases oxygen is supplied, often auto-
matically, from a manifold. Any automatic control
(e.g. barometric control valve) in the system can be
overridden manually by a member of the crew.
Pressure-Demand System
A simple pressure-demand oxygen system is illus-
trated in figure 14-46. Note that there is a pres-
sure-demand regulator for each crewmember, who
can adjust the regulator according to his require-
ments.
PORTABLE OXYGEN EQUIPMENT
Typical portable oxygen equipment consists of a
lightweight steel alloy oxygen cylinder fitted with a
combined flow control/reducing valve and a pres-
sure gage. A breathing mask, with connecting flexi-
ble tube and a carrying bag with the necessary
straps for attachment to the wearer, completes the
set.
The charged cylinder pressure is usually 1,800
P.S.1.) * however, the cylinder capacities vary. A pop-
ular size for portable equipment is the 120~liter
capacity cylinder.
Pressure
Pressure
: ~_~.~.~_~.~.~.~.~.~. .~.~.~.~.~.~.
.~.~_~.~.~.~_~.~,~. .~. :.~::::.
;::;::. ,~.~.~.~_~.~_~_~.~.~.~.
. ..~.~...~...~.._~.~.~.~.~.~,~.~.~.~.
. . . . . .._.........
., ,. ,. ,.
:.:.:.:.:.:.:.:.:_~:.:.:.:.:.:..:.:
: ~,~.~_~.~,~.~.~,.~.~..~.~. .:.
.~.~_~.~.~.~,~.~_.,.~.~.~.~..~ .:.
:::..::; .._., _~..~_~_~,~_~_~.
.-.~.~,..~.-.~...~,-.~.~.~.~.~,~.~.~.
. . . . . . . . . .
:_:,:_:,:.:.:,:.:.:_:.~.~.~.~.~.~.~.:
iiiiiiiiii.iiiiiiiiiiiiiiiiiiiiiijiii C&e&
Charging
connection
Filter
Shutoff valve
FKXRE 14-45. Continuous-Row oxygen system.
Depending on the type of equipment used, it is
normally possible to select at least two rates of flow,
normal or high. With some equipment three flow
rate selections are possible, i.e., normal, high, and
emergency, which would correspond to 2, 4, and 10
liters per minute. With these flow rates a 120~liter
cylinder would last for 60, 30, and 12 min., respec-
tively.
SMOKE PROTECTION EQUIPMENT
In some instances there is a requirement to carry
smoke protection equipment for use by a member of
the crew in a smoke or fume-laden atmosphere.
Smoke protection equipment consists of a special
smoke protection facial mask with eye protection in
the form of a clear-vision visor, together with the
necessary oxygen supply hose and head straps.
Some are designed for use with oxygen from the
aircraft oxygen system, and others are self-con-
tained portable equipment.
OXYGEN CYLINDERS
The oxygen supply is contained in either high-
pressure or low-pressure oxygen cylinders. The
high-pressure cylinders are manufactured from
heat-treated alloy, or are wire wrapped on the out-
side surface, to provide resistance to shattering. All
high-pressure cylinders are identified by their green
color and have the words AVIATORS BREATH-
ING OXYGEN stenciled lengthwise in white, l-in.
letters.
High-pressure cylinders are manufactured in a
variety of capacities and shapes. These cylinders
can carry a maximum charge of 2,000 p.s.i., but are
normally filled to a pressure of 1,800 to 1,850 p.s.i.
There are two basic types of low-pressure oxygen
cylinders. One is made of stainless steel; the other,
of heat-treated, low-alloy steel. Stainless steel cylin-
ders are made nonshatterable by the addition of
narrow stainless-steel bands that are seam-welded to
the body of the cylinder. Low-alloy steel cylinders
do not have the reinforcing bands but are subjected
to a heat treatment process to make them nonshat-
terable. They have a smooth body with the word
NONSHATTERABLE stenciled on them.
Both types of low-pressure cylinders come in dif-
ferent sizes and are painted light yellow. This color
indicates that they are used for low-pressure oxygen
only. The cylinders may carry a maximum charge
of 450 p.s.i., but are normally filled to a pressure of
588
Pressure reducing valve
regulator
Obsirvers
regulator
Pressure
High IX. :.~.~.~:.x :;..a
Charging connection
Charging
valve
from 4.00 to 4+25 p.s.i. When the pressure drops to
50 p.s.i., the cylinders are considered empty.
The cylinders may be equipped with either of two
types of valves. One type used is a self-opening
valve which is automatically opened when the self-
opening valve coupling assembly attached to the oxy
gen tubing is connected to the valve outlet. This
coupling unseats a check valve, allowing oxygen
from the cylinder to fill the oxygen system under
high pressure. the other type is a hand-wheel, man-
ually operated valve. This valve should be safety
wired in the full on position when the cylinder is
installed in the aircraft. This valve should be closed
when removing or replacing parts of the oxygen
system and when the cylinder is to be removed from
the aircraft. Cylinders are often provided with a
disk designed to rupture if cylinder pressure rises
to an unsafe value. The disk is usually fitted in the
valve body and vents the cylinder contents to the
outside of the aircraft in the event of a dangerous
pressure rise.
SOLID STATE OXYGEN SYSTEMS
Emergency supplemented oxygen is a necessity
in any pressurized aircraft flying above 25,000 ft.
Low -
FIGURE 14-46. Typical pressure-demand oxygen system.
Chemical oxygen generators can be used to fulfill
the new requirements. The chemical oxygen gen-
erator differs from the compressed oxygen cylinder
and the liquid oxygen conveter in that the oxygen
is actually produced at the time of delivery.
Solid-state oxygen generators have been in use
for a number of years, dating back to 1920, when
it was first used in mine rescues. During World
War II the Japanese, British and Americans, all
worked to develop oxygen generators for aircraft
and submarines.
In figure 1447, 120 standard cubic feet of oxy-
gen (10 lbs.) is shown schematically in the number
of cubic inches of space it would occupy as a gas, a
liquid or a solid. In figure 14-48, the necessary
hardware to install and operate the system has been
included in the size and weight measurements. A
close comparison of these values makes it apparent
that the solid state oxygen generator system is the
most efficient space wise. Likewise less equipment
arrd maintenance is required for solid state oxygen
converters. Integrity inspection is the only re-
quirement until actual use is implemented.
Solid state describes the chemical source, sodium
chlorate, formula NaClO,. When heated to 478
F., sodium chlorate releases up to 45% of its weight
as gaseous oxygen. The necessary heat for de-
589
Q*t
1660 PSI
IO 1s.
FIGURE 14-47. Volume comparison.
composition of the sodium chlorate is supplied by
iron which is mixed with the chlorate.
The Oxygen Generator
Figure 14-49 illustrates a schematic representa-
tion of a basic oxygen generator. The center axial
position is occupied by a core of sodium chlorate,
iron, and some other ingredients mixed together
and either pressed or cast into a cylindrical shape.
This item has been popularly referred to as an oxy-
gen candle, because when it is ignited at one end,
it burns progressively in much the same manner
as a candle or flare. Surrounding the core is por-
ous packing. It supports the core and filters salt
particles from the gas as it flows toward the outlet.
A chemical filter and particulate filter at the outlet
end of the container provide final clean up of the
gas so that the oxygen delivered is medically pure
breathing oxygen. An initiation device is an in-
tegral part of the package. This may be either a
mechanical percussion device or an electric squib.
The choice depends on the application. The entire
assembly is housed in a thin shelled vessel. Often
included is a layer of thermal insulation on the
inside shell, a check valve seal on the outlet, and a
relief valve to protect against an inadvertent over-
pressure condition.
In operation, the burnin, = is initiated at one end
of the core by activatin g the squib or percussion
device. Oxygen evolution rate is proportional to
the cross sectional area of the core and the burn
rate. The burn rate is determined by the concen-
tration of fuel in the chlorate. In certain cases,
FIGURE 14-48. Weight and volume comparison-gas, liquid
and solid oxygen storage.
one end of the core is larger than the other. The
purpose of this is to program a high oxygen evolu-
tion rate during the initial few minutes of burning
such as is required for an emergency #descent sup
ply. Burning continues until the core is expended.
/
GREATHISC TUBE cos\trr,oK
r
HERMETIC SEA,.
CLASS CLOTH
lNSLATlON
C.t\DLE
HOFC4LITE
FIGURE 14-49. Apparatus for burning chlorate candles.
s90
The simplicity of the process should be readily
apparent; likewise, the limitations. There are no
on/off valves and no mechanical controllers. Re-
fill is accomplished by simply replacing, in total,
the entire device. A limitation is that once the
generator is initiated, flow is delivered at a pre-
determined rate, thus demand use is not very
efficient.
In order to keep the process from consuming a
great quantity of the oxygen, the quantity of iron
is kept to a minimum. There is a tendency toward
liberation of small amounts of chlorine. Barium
peroxide, or barium dioxide, may be added by the
manufacturer to provide an alkaline medium for
removing the trace amounts of chlorine that may
be present.
On a volume basis, which is extremely important
in the aircraft installation, the storage capacity of
oxygen in candles is about three times that of
compressed gas.
A typical three outlet module for a 15 minute
decompression emergency descent supply for a
supersonic transport (25000 foot max. cabin alti-
tude) weighs less than 0.9 poured and consists
simply of a 2.1 inch diameter by 3.55 inch long
stainless steel cylinder attached to three manifolded
hose nipples. The cylinder contains the generator,
initiator, salt, fume filter, enough insulation to keep
the cylinder surface below 250 F. during burning,
a pressure relief plug, and a temperature indicating
paint spot for generator status visual inspection.
The nipples contain orifices just small enough to
assure essentially equal flow to all three masks.
The generator s are inert below 4000 F. even
under severe impact. While reaction temperature
is high and considerable heat is produced, the
generators are insulated so that the outer surface
of the cylinder is cool enough to avoid any fire
hazard. The portable units may be held comfort-
ably throughout the entire operation, as the heat
generated is dissipated steadily over a long period
of time. The same insulation works in reverse to
delay initiation should a unit be subjected to an
external fire. If such a fire is sufficiently pro-
longed to ignite the chlorate generator, oxygen
production will bt* at a relatively low and contin-
uous rate. In the simple continuous flow systems
no pressure would be generated as all outlets would
permit unrestricted flow of the oxygen, eliminating
the intense jet torch effect of pressurized oxygen
in fire.
Solid State vs. High Pressure Gaseous Oxygen
l Elimination of high pressure storage contain-
ers-saves weight.
Elimination of distribution and regulation
components-saves weight and maintenance.
Simplification of individual distribution mani-
folds and drop-out mechanisms by the use ol
modular chlorate candle units.
l Improved reliability, hence safety by design
of Initiation circuitiy, such that, an individual
malfunction would not make other units in-
operative (comparison here would be to rup-
tured lines, or high leakage in gaseous dis-
tribution systems).
Simple, visual surveillance of each unit for
condition of chlorate candle within the sealed
container, by use of inspection window.
Simple replacement of any unit, should it
show any sign of deterioration, by plug-in
cartridge, by relatively unskilled services
crew ; easily checked for installation and
readiness for functioning from flight deck.
Programmed oxygen release rates irrespective
of the type of emergency.
OXYGEN PLUMBING
Tubing and fittings make up most of the oxygen
system plumbing and connect the various compo-
nents. All lines are metal except where flexibility is
required. Where flexibility is needed, rubber hose is
used.
There are several different sizes and types of
oxygen tubing. The one most frequently used in
low-pressure gaseous systems is made of aluminum
alloy. Tubing made of this material resists corro-
sion and fatigue, is light in weight, and is easily
formed. High-pressure gaseous supply lines are
made from copper alloys.
Installed oxygen tubing is usually identified with
color-coded tape applied to each end of the tubing,
and at specified intervals along its length. The tape
coding consists of a green band overprinted with
the words BREATHING OXYGEN and a black
rectangular symbol overprinted on a white back-
ground.
Oxygen System Fittings
Tube segments are interconnected or connected to
system components by fittings. Tubing-to-tubing fit-
591
tings are designed with straight threads to receive
flared tube connections. Tubing-to-component (cyl-
inder, regulator, and indicator) fittings have
straight threads on the tubing end and external pipe
threads (tapered) on the other end for attachment
to the component, as shown in figure 14-50.
Double tube flare
Fitting nut -
Nipple
Fitting hex -
Tube
Sleeve
- Nut hex
. External pipe
thread
FIGURE 14-50. Sectional view of a typical oxygen system
fitting.
Oxygen system fittings may be made of aluminum
alloy, steel, or brass. These fittings may be either of
two types, flared or flareless. A typical flared fitting
is shown in figure 14-50. A flareless fitting is
shown in figure 14-51.
The sleeve in a flareless fitting must be preset
before final installation in a flareless seat. Preset-
ting causes the cutting edge of the sleeve to grip the
tube sufficiently to form a seal between the sleeve
and the tubing. The end of the tubing bottoms on
the seat of the flareless fitting to provide tube end
support after installation.
To seal oxygen system tapered pipe thread
connections and to prevent thread seizure, use only
an approved thread compound. Never use a mixture
containing oil, grease, or any other hydrocarbon on
any fittings used in oxygen systems.
Recessed tube seat
Fitting hex
External pipe thread
FIGURE 14-51. A typical flareless fitting.
Replacement lines
The same cutting and bending methods described
in Chapter 5, Fluid Lines and Fittings, of AC
65-9A, Airframe and Powerplant Mechanics Gen-
eral Handbook, also apply to oxygen lines. As a
general rule oxygen lines are double flared. The
double flare makes the connection stronger and
able to withstand more torque.
When installing a line, make sure there is proper
clearance. The minimum clearance between oxygen
plumbing and all moving parts should be 2 in. It is
desirable to maintain a 6-in. clearance between oxy-
gen tubing and electrical wires. When this is not
possible, fasten all electrical wires securely with
clips so that they cannot come to within 2 in. of the
oxygen tubing.
OXYGEN VALVES
Five types of valves are commonly found in
high-pressure gaseous oxygen systems. These are
filler valves, check valves, shutoff valves, pressure
reducer valves, and pressure relief valves. Low-pres-
sure systems will normally contain only a filler
valve and check valves.
Filler Valves
The oxygen system filler valve is located on most
aircraft close to the edge of an access hatch or
directly behind a cover plate in the skin. In either
location, the valve is readily accessible for servic-
ing. It is usually marked by a placard or a sign
stenciled on the exterior, reading: OXYGEN
FILLER VALVE. There are two types of oxygen
filler valves in use, a low-pressure filler valve and a
high-pressure filler valve.
The low-pressure filler valve, figure 14-52, is
used on systems equipped with low-pressure cylin-
ders. When servicing a low-pressure oxygen system,
push the recharging adapter into the filler valve
casing. This unseats the filler valve and permits
oxygen to flow from the servicing cart into the
aircraft oxygen cylinders. The filler valve contains
a spring-loaded locking device which holds the re
charging adapter in place until it is released. When
the adapter is removed from the filler valve, reverse
flow of oxygen is automatically stopped by a check
valve. A cap is provided to cover the filler opening
and prevent contamination.
The high-pressure valve has a threaded fitting to
receive the oxygen supply connector and a manual
valve to control the flow of oxygen. To service an
oxygen system that uses a high-pressure filler valve,
screw the recharging adapter onto the aircraft filler
valve. Open the manual valve on the filler valve and
the servicing bottle. When recharging is completed,
close the valves, remove the recharging adapter, and
screw a valve cap on the valve to prevent contami-
nation.
Check Valves
Check valves are installed in the lines between
cylinders in all aircraft that have more than one
storage cylinder. They are provided to prevent a
reverse flow of oxygen or to prevent the loss of all
oxygen as the result of a leak in one of the storage
cylinders. Check valves permit the rapid flow of
oxygen in only one direction. The direction of tm-
restricted flow is indicated by an arrow on the
valves.
Of the two basic types of check valves commonly
used, one type consists of a housing containing a
spring-loaded ball. When pressure is applied to the
L
@
t
*
Low-pressure oxygen.
Fill to 425 lbs.pressure.
Do not exceed 450 lbs.
pressure.
CAUTION
Keep clean, dry and
free of all oils.
c
- Oxygen system filler valve
i Access door
Valve cap Locking device
1
,@
FIGURE 14-52. Low-pressure gaseous oxygen filler valve.
inlet side, the ball is forced against the spring, thus
breaking the seal and allowing oxygen to flow.
When pressure is equalized, the spring re-seat8 the
ball, preventing any reverse flow of oxygen. The
other type is a bell-mouthed bollow cylinder fitted
with a captive ball in its bore. When pressure is
applied at the bell-mouthed end (inlet), the ball will
permit oxygen to flow. Any tendency of reverse flow
causes the vall to move onto its seat, covering the
inlet and preventing a reverse flow.
Shutoff Valves
Manually controlled two-position (on, off) shut-
off valves are installed to control .the flow of oxy
gen being emitted from a cylinder or a bank of
cylinders. For normal operation, the knobs which
control the valves are safetied in the on position.
When necessary, such as changing a component, the
appropriate valve can be closed. As a precaution,
when opening a valve, the knob should be turn@
slowly to the on position. Otherwise, the sudden
593
rush of highly pressurized oxygen into a depleted
system could rupture a line.
Pressure-Reducer Valves
In high-pressure oxygen systems, pressure-reduc-
ing valves are installed between the supply cylinders
and the cockpit and cabin equipment. These valves
. reduce the high pressure of the oxygen supply cyl-
inders down to approximately 300 to 400 p.s.i. re-
quired in the low-pressure part of the system.
Pressure-Relief Valves
A pressure-relief valve is incorporated in the
main supply line of a high-pressure system. The
relief valve prevents high-pressure oxygen from en-
tering the system downstream of the pressure redu-
cers if the reducer fails. The relief valve is vented
to a blowout plug in the fuselage skin.
REGUlATORS
Diluter-Demand Regylaton
The diluter-demand regulator gets its name from
the fact that it delivers oxygen to the users lungs in
response to the suction of his own breath. To pro-
long the duration of the oxygen supply, the oxygen
is automatically diluted in the regulator with suita-
ble amounts of atmospheric air. This dilution takes
place at all altitudes below 34,000 ft.
The essential feature of a diluter-demand regula-
tor is a diaphragm-operated valve called the de-
mand valve (figure 14-53)) which opens by slight
suction on the diaphragm during inhalation and
which closes during exhalation. A reducing valve
upstream from the demand valve provides a con-
trolled working pressure. Downstream from the de-
mand valve is the diluter control closing mecha-
nism. This consists of an aneroid assembly (a
sealed, evacuated bellows) which controls the air
inlet valve. When the diluter lever is set in the
position marked normal oxygen, atmospheric air
at ground level is supplied with very little oxygen
added. As altitude increases, the air inlet is grads
ually closed by the bellows to give a higher concen-
Emergency metering
control
Aneroid -
Diluter control
closing mechanism
m
b- Air metering
port lever
:t
Jve
FIGURE 14-53. Schematic of a diluter-demand regulator.
tration of oxygen until at about 34,000 ft. the air
inlet is completely closed and 100% oxygen is aup
plied. As altitude decreases, this process is reversed.
The diluter control as shown in figure 14-54, can
be set by turning the lever to give 100% oxygen at
any altitude. At moderate altitudes, however, this
causes the oxygen supply to be consumed much
more rapidly than normal. The diluter control
should be set at normal oxygen for all routine
operations. It can be set at 100 percent oxygen
for the following purposes: (1) Protection against
exhaust gases or other poisonous or harmful gases
in the aircraft, (2) to avoid the bends and chokes,
and (3) to correct a feeling of lack of oxygen.
Emergency knob ( red)
FIGURE 14-54. Diluter-demand regulator control.
The diluter-demand regulator is provided with an
emergency valve, operated by a red knob (figure
14-54) on the front of the regulator. Opening this
valve directs a steady stream of pure oxygen to the
mask, regardless of altitude.
The following paragraphs illustrate a typical pro-
cedure for checking the operation of a diluter-de-
mand regulator. First, check the oxygen system
pressure gage, which should indicate between 425
and 450 p.s.i.; then check out the system using the
following steps:
(1) Connect an oxygen mask to each diluter-
demand regulator.
(2) Turn the auto-mix lever on the diluter-de
mand regulator to the 100 percent oxy
gen position and listen carefully to make
certain that no oxygen is escaping.
(3) Breathe oxygen normally from the mask.
The oxygen flowmeter should blink once
for each breath. (Figure 14-55 shows a
FIGURE 14-55. Flow indicator and pressure gage.
typical oxygen flowmeter and pressure
gage. 1
(4) With auto-mix lever in 100 percent oxy
gen position, place the open end of the
mask.to.regulator hose against the mouth
and blow gently into the hose. Do not
blow hard, as the relief valve in the regu-
lator will vent. There should be positive
and continued resistance, if not, the dia-
phragm or rome part of the air.metering _
system may be leaking.
(5) Turn the auto-mix lever to normal oxy
gen position.
(6) Turn the emergency valve on the diluter.
demand regulator to the on position for
a few seconds. A. steady flow of oxygen
should result, ceasing when the emergency
valve ie turned off.
(7) Safety wire the emergency valve in off
position with Federal Specification
QQ-W-341, or equal, annealed copper
wire, 0.0179.in. diameter.
Another type of diluter-demand regulator is the
narrow panel type. This type regulator face (figure
14-56) displays a float-type flow indicator which
signals oxygen flow through the regulator to the
mask.
The regulator face also displays three manual
control levers. A supply lever opens or closes the
oxygen supply valve. An emergency lever is used to
obtain oxygen under pressure. An oxygen selector
lever is used for selecting an air/oxygen mixture or
oxygen only.
Figure 14-57 illustrates how the narrow panel
oxygen regulator operates. With the supply lever in
the on position, the oxygen selection lever in the
normal position, and the emergency lever in the
off position, oxygen enters the regulator inlet.
Oxygen .lever
I
Supply lever
IICLiRE 14-56. Typical narrow panel oxygen regulator.
Demand diaphragm
FIGURE 14-57. Schematic of a II~TTOW panel.
oxygen regulator.
When there is sufficient differential pressure
across the demand diaphragm, the demand valve
opens to supply oxygen to the mask. This pressure
differential exists during the users inhalation cycle.
After passing through the demand valve, the oxygen
is mixed with air that enters through the air inlet
port. The mixture ratio is determined by an aner-
oid-controlled air metering valve. A high oxygen
ratio is provided at high altitudes and a high air
ratio at lower altitudes. The air inlet valve is set to
permit the airflow to begin at the same time as the
oxygen flow.
The addition of air may be cut by turning the
oxygen selection lever to 100s. When this lever
is in normal, air enters through the air inlet port,
and the required amount is added to the oxygen to
form the correct air/oxygen mixture.
Positive pressure at the regulator outlet may be
obtained by turning the emergency lever to on.
This mechanically loads the demand diaphragm to
provide positive outlet pressure.
Continuous-Flow Regulator
Continuous-flow regulators of the hand-adjusta-
ble and the automatic type are installed for the
crew and passenger oxygen supply respectively.
The hand-adjustable, continuous-flow regulator
delivers to the users mask a continuous stream of
oxygen at a rate that can be controlled. The system
usually contains a pressure gage, a flow indicator,
and a manual control knob for adjusting the oxy-
gen flow. The pressure gage indicates the p.s.i. of
oxygen in the cylinder. The flow indicator is cali-
brated in terms of altitude. The manual control
knob adjusts the oxygen flow. The user adjusts the
manual control knob until the altitude of the flow
indicator corresponds to the cabin altimeter read-
ing.
The automatic continuous-flow regulator is used
in transport aircraft to supply oxygen automatically
to each passenger when cabin pressure is equivalent
to an altitude of approximately 15,000 ft. Operation
of the system is initiated automatically by means of
an electrically actuated device. The system can also
be actuated electrically or manually should the au-
tomatic regulator malfunction.
Upon actuation, oxygen flows from the supply
cylinders to the service units. A typical passenger
service unit is shown in figure 14-58. During the
FIGURE 14-58. Typical passenger service unit.
596
first few seconds of oxygen flow, a pressure surge
of 50 to 100 p.s.i. causes the oxygen mask box
doors to open.
Each mask assembly then falls out and is sus-
pended by the actuating attachment on the flexible
tubing. The action of pulling the mask down to a
usable position withdraws the outlet valve actuation
pin, opening the rotary valve, allowing oxygen to
flowto the mask.
OXYGEN SYSTEM FLOW INDICATORS
Flow indicators are used in oxygen systems to
give visual indications that oxygen is flowing
through the regulator. They do not show how much
oxygen is flowing. Furthermore, their operation
does not indicate that the user is getting enough
oxygen.
In the blinker type indicator, figure 14-59, thk
eye opens and close-s each time the user inhales and
exhales. To check the flow indicator, set the diluter
lever to 100% oxygen and take several normal
breaths from the mask-to-regulator hose. If the
blinker opens and closes easily with each breath, it
is in operating condition.
FICURC 14-59. Oxy,rren flow indicator.
PRESSURE GAGES
Pressure gages are usually of the Bourdon tube
type.
Figure 14-60 shows the faces of two oxygen
gagea: (1) A low-pressure gage and (2) a high-
pressure gage.
Low-pressure gage High-pressure gage
FIGURE 14-60. Oxygen pressure gagrs.
Because of their connection into a system, the
gages do not necessarily show the pressure in each
cylinder. If the system contains only one supply
cylinder, the pressure gage will indicate cylinder
pressure. In systems where several cylinders are
interconnected through check valves, the gage will
indicate the pressure of the cylinder having the
highest pressure.
Immediately after the system has been filled, pres-
sure gage accuracy can be checked by comparing
the aircraft pressure gage with the gage on the
servicing cart. On low-pressure systems, the aircraft
gage should read within 35 p.s.i. of the 425 p.s.i.
servicing cart pressure. The same check can be used
for high-pressure systems, but servicing pressure is
1,850 p.s.i. and a tolerance of 100 p.s.i. is allowed.
The tolerances shown for pressure gage accuracy
are typical and should not be construed as applying
to all oxygen systems. Always consult the applicable
aircraft maintenance manual for the tolerances of a
particular system.
OXYGEN MASKS
There are numerous types of oxygen masks in use
which vary widely in design detail. It would be
impractical to discuss all of the types in this hand-
book. It is important that the masks used be com-
patible with the particular oxygen system involved.
In general, crew masks are fitted to the users face
with a minimum of leakage. Crew masks usually
contain a microphone. Most masks are the oronasal
type, which covers only the mouth and nose.
Large transport aircraft are usually fitted with
smoke masks for each crew position. The smoke
masks are installed in stowage containers within
easy grasp of the individual. These masks provide
crew protection in an emergency and are not used
frequently like the demand and continuous-flow
masks. Smoke mask equipment consists of a full-
597
face mask, a flexible breathing tube, and a cou-
pling. The coupling connects to a demand regulator.
A microphone is permanently installed in the mask.
Passenger masks, figure 1441, may be simple,
cupshaped rubber moldings su5ciently flexible to
obviate individual fitting. They may have a simple
elastic head strap or they may be held to the face
by the passenger.
FIGURE 14-61. Passenger oxygen mask.
All oxygen masks must be kept clean. This ra
duces the danger of infection and prolongs the life
of the mask. To clean the mask, wash it with a mild
soap and water solution and rinse it with clear
water. If a microphone is installed, use a clean
swab, instead of running water, to wipe off the
soapy solution.
The mask must also be disinfected. A gauze pad,
which has been soaked in a water solution of mer-
thiolate can be used to swab out the mask. This
solution should contain one-fifth teaspoon of mer-
thiolate per quart of water. Wipe the mask with a
clean cloth and air dry.
SERVICINO GASEOUS OXYGRN SYSTRM
The servicing procedures for a gaseous oxygen
system depend upon the type of system. Before
charging an aircraft system, consult the aircraft
manufacturers maintenance manual. Precautions
such as purging the connecting hose before cou-
pling to the aircraft filler valve, avoiding overheat-
ing caused by too rapid filling, opening cylinder
valves slowly, and checking pressures frequently
during charging should be considered.
The type of oxygen to be used, the eafety precau-
tions, the equipment to be used, and the procedures
for filling and testing the system must be observed.
Gaseous breathing oxygen used in aircraft is a
special type of oxygen containing practically no
water vapor and is at least 99.5 % pure. While other
types of oxygen (welder, hospital) may be pure
enough, they usually contain water, which might
freeze and block the oxygen system plumbing espe-
cially at high altitudes.
Gaseous breathing oxygen is generally supplied
in 220. to 250.~~. ft. high-pressure cylinders. The
cylinders are identified by their dark green color
with a white baud painted around the upper part of
the cylinder. The words OXYGEN AVIATORS
BREATHING are also stenciled in white letters,
lengthwise along the cylinders.
Oxygen Service Safety
Gaeeous oxygen is dangerous and must be ban-
dled properly. It causes flammable materials to bum
violently or even to explode. Listed below are sev.
era1 precautionary measures to follow :
(1)
(2)
(3)
(4)
(51
(6)
Tag all reparable cylinders that have
leaky valves or plugs.
Dont use gaseous oxygen to dust off
clothing, etc.
Keep oil and grease away from oxy-
gen equipment.
Dont service oxygen systems in a
hangar because of the increased
chances for fire.
Valves of an oxygen system or cylinder
should not be opened when a flame,
electrical arc, or any other source of
ignition is in the immediate area.
Properly secure all oxygen cylinders
when they are in use.
Osseous Oxygen Servicing Trailers
Even though several types of servicing trailers
are in use, each recharging system contains supply
cylinders, various types of valves, and a manifold
that connects the high-pressure cylinders to a puri-
fier assembly. In the purifier assembly, moisture is
removed from the oxygen. Coarse particles are
trapped in the filter before reaching a reducing
valve. The reducing valve has two gages which are
used to monitor inlet and outlet pressures respec.
tively. The reducing valve also has an adjusting
screw for regulating the outlet pressure. This pres-
598
sure is discharged into a flexible hose which con-
nects to the charging valve and the adapter. The
charging valve controls oxygen flowing away from
the servicing trailer, and the adapter connects the
recharging equipment to the aircraft filler valve.
On many aircraft a chart is located adjacent to
the filler valve which shows the safe maximum
charging pressure for the ambient temperature. This
must be observed when charging the system.
It is common practice to have a warning placard
cautioning against using oil or grease on the filler
connections. Oxygen ground equipment should be
maintained to a standard of cleanliness comparable
to that of the aircraft system.
Leak Testing Gaseous Oxygen Systems
This test is performed at different times, depend-
ing on the inspection requirements for the particu-
lar type of aircraft. The system is allowed to cool,
usually 1 hr., after filling before the pressures and
temperatures are recorded. After several hours have
elapsed, they are recorded again. Some manufactur-
em recommend a 6.hr. wait, others a 24hr. wait.
The recorded pressures are then corrected for any
change in temperature since filling. Figure l&62 is
typical of the graphs provided in the aircraft main-
FIGURE 14-62. Pressure/temperature correction chart.
tenance manual to aid in making pressure/tempera-
ture corrections.
As an example for using the chart, assume that
the oxygen system was recently charged. An hour
later, the oxygen pressure gage read 425 p.s.i. at a
temperature of 72 F. When the pressure gage was
read 6 hrs. later, the pressure was 430 p.s.i. with a
temperature of 79 F. By referring to figure 14-57,
we see that the 7 temperature rise should have
caused the pressure to increase 5 p.s.i., making the
pressure gage read 430 p.s.i.
When oxygen is being lost from a system through
leakage, the gage reading will be less than shown
on the pressure/temperature correction chart. Leak-
age can often be detected by listening for the dis-
tinct hissing sound of escaping gas. If the leak
cannot be located by listening, it will be necessary
to soap-test all lines and connections with a castile
soap and water solution or specially compounded
leak-test material. To make this check, apply the test
solution to areas suspected of leakage. Watch for
bubbles. Make the solution thick enough to adhere
to the contours of the fittings.
Any leak no matter how small must be found
and repaired. A small leak may not cause trouble
but if leak continues over a period of time, the
surroundings and atmosphere become saturated.
Such conditions are especially dangerous because
personnel may not be aware that oxygen-enrich-
ment exists. Oxygen-enriched conditions are al-
most always present in poorly ventilated areas.
NO ATTEMPT SHOULD BE MADE TO
TIGHTEN A LEAKING FITTING WHILE THE
SYSTEM IS CHARGED.
Draining the Oxygen System
When it is necessary to drain the system, it can
be done by inserting a filler adapter into the filler
valve and opening the shutoff valves. Do not drain
the system too rapidly as this will cause condensa-
tion within the system. An alternate method of
draining the system is opening the emergency valve
on the demand oxygen regulator. Perform this
job in a well-ventilated area and observe all fire
precautions.
Cleaning the Oxygen System
Always keep the external surfaces of the com-
ponents of the oxygen system, such as lines, con-
nections, and mounting brackets, clean and free of
corrosion and contamination with oil or
grease.
As a cleaning agent, use anhydrous (waterless)
ethyl alcohol, isopropyl alcohol (anti-icing fluid),
or any other approved cleaner. If mask-to-regu-
lator hoses are contaminated with oil or grease, the
hoses should be replaced.
Cleaning Compound, Oxygen System
An approved cleaning formula for use on oxygen
systems is available. This mixture of chlorinated,
fluorinated hydrocarbons (freon) and isopropyl
alcohol is safe for cleaning oxygen system com-
ponents in aircraft, and for rinsing, flushing, and
cleaning oxygen lines. Skin contact and prolonged
inhalation of vapors should be avoided.
Purging the Oxygen System
An oxygen system needs to be purged if: (1) It
has been depleted and not re-charged within 2 hrs.,
(2) if any line or component is replaced, requiring
the draining or opening of the system for more than
2 hrs., or (3) it is suspected that the system has
been contaminated.
The main cause of contamination in the system is
moisture. Moisture in the system may be due to
damp charging equipment. In very cold weather the
small amount of moisture contained in breathing
oxygen can cause contamination, due to repeated
charging.
Although the introduction of moisture into the
aircraft oxygen system can be considerably reduced
by using the correct charging procedure, cumulative
condensation in the system cannot be entirely
avoided. There have been instances where oxygen
systems, unused for long periods, have developed an
unpleasant odor which necessitated purging to clear
the system of moisture.
The procedure for purging may vary somewhat
with each aircraft model. Generally speaking, on
aircraft having the filler lines and the distribution
lines commonly connected to one end of the storage
cylinder, the system can he purged by filling the
system with oxygen and then draining it at least
three times. On aircraft that have the filler lines
connected on one end of the cylinder and distribu-
tion lines connected to the opposite end of the cylin-
der, purge the system as follows: With all the regu-
lator emergency palves open, pass oxygen at a pres-
sure of 50 p.s.i. at the filler valve through the
system for at least 30 min. Perform this job in a
well-ventilated area and observe all fire precautions.
Dry nitrogen and/or dry air may also be used
to purge oxygen systems. All open lines must be
capped after use, also the system lines must be
purged of the nitrogen by use of oxygen.
PREVENTION OF OXYGEN FIRES OR EXPLO-
SIONS
Many materials, particularly oils, grease, and
non-metallic materials, are likely to bum when ex-
posed to oxygen under pressure. To avoid fire or an
explosion it is essential that all oxygen equipment
be kept clean and free from oil or grease.
An oxygen fire or explosion depends on a comhi-
nation of oxygen, a combustible material, and heat.
The danger of ignition is in direct ratio to the
concentration of oxygen, the combustible nature of
the material exposed to the oxygen, and the temper-
ature of the oxygen and material. Oxygen itself
does not burn hut it supports and intensifies a fire
with any combustible material
When working on an oxygen system it is essential
that the warnings and precautions given in the air-
craft maintenance manual be carefully observed. In
general, before any work is attempted on an oxygen
system the following fire precautions should be
taken :
(1) Provide adequate fire-fighting equipment.
(2) Display NO SMOKING placards.
(3) Avoid checking aircraft radio or electrical
systems.
(4) Keep all tools and oxygen servicing equip
ment free from oil or grease.
Oxygen System inspection and Maintenance
Oxygen system inspection and maintenance
should be accomplished according to these precau-
tionary measures and any in addition to the manu-
facturers instructions.
1. Never attempt maintenance until oxygen
supply is turned off.
2. Fittings should be unscrewed slowly to allow
residual pressure to dissipate.
3. Plug or cap all open lines immediately.
4. Do not use masking tape to seal openings:
use caps or plugs designed for that purpose.
5. Maintain at least 2 inches clearance between
oxygen lines and all moving equipment/
parts within the aircraft to prevent the pos-
sibility of wearing oxygen lines.
6. Maintain at least 2 inches clearance between
oxygen lines and all electrical wiring in the
aircraft.
7. Provide adequate clearance between oxygen
lines and all hot ducts, conduits and equip-
ment to prevent heating of 1 the oxygen sys- 9. Do not use lubricants unless specifically ap-
tern.
8. Maintain at least 2 inches clearance between
oxygen lines and all oil, fuel, hydraulic, or
other fluid lines to prevent contamination.
proved for oxygen system use.
10. A pressure and leak check must be per-
formed each hrne the system is opened for
maintenance.
601