Par 6-29 Page 6-14 SECTION 3. CORROSION PROTECTION MEASURES FOR BASIC MATERIALS
6-29. GENERAL. In the repair of aircraft, apply corrosion proofing of the same type or equivalent to that originally applied unless the repair would result in increased susceptibility to corrosion, in which case use additional corrosion protection measures. The following is a list of the most commonly used corrosion-proofing techniques.
6-30. ANODIZING AND RELATED PROCESSES. In anodizing, aluminum alloys are placed in an electrolytic bath, causing a thin film of aluminum oxide to form on the surface of the aluminum. This is resistant to corrosion and affords a good paint base. However, other processes, which do not provide as good a corrosive protection as anodizing, are good paint bases. The processes are:
a. Alkaline cleaning followed by chromic acid dip;
b. Alcoholic phosphoric acid cleaner; and
c. Alkaline dichromate treatment.
6-31. PLATING. Steels are commonly plated with other metals to prevent corrosion. Plating is accomplished by placing the article in an electrolytic bath. Metals used in plating vary in the corrosion protection they afford steel. For instance, in platings that corrode before steel, such as zinc or cadmium, slight breaks or cracks throughout the plating will not result in rusting of the exposed steel. With the surface metal corroded, the steel is protected. However, when the steel corrodes faster than the plate metal, such as chromium, the amount of protection depends on the tightness of the plating. Post-plate bake treatment to relieve hydrogen embrittlement is a necessary part of replating procedures for high-strength steel parts. High-strength nuts and bolts are susceptible to failure from hydrogen embrittlement. Because of the potential failures of embrittled parts, careful control over the heat treatment, grinding, pre-plate cleaning, plating, and post-plate baking of high-strength parts is necessary.
6-32. PHOSPHATE RUST-PROOFING. This process is commercially known as Parkerizing, Bonderizing, Granodizing, etc. The coating placed on the part is used to protect steel parts after machining and before painting.
6-33. CHROME-PICKLE TREATMENT. Magnesium parts which have been immersed or brushed with a solution of nitric acid and sodium dichromate will be protected for temporary storage. The coating will also serve as a bond for subsequent organic finishes. Sealed chrome-pickle treatment is used on magnesium parts for long-term protection. Diluted chromic acid is a touchup treatment. It is less critical to apply and can be applied over previously applied thin chromate films.
6-34. DICHROMATE TREATMENT. This treatment consists of boiling magnesium parts in a solution of sodium dichromate. It provides good paint base and protective qualities on all standard wrought magnesium alloys except the magnesium-thorium alloys. Acid pickling of the magnesium surface prior to application of the dichromate treatment is required if maximum corrosion resistance of the finish is expected.
Par 6-35 Page 6-15
6-35. STANNATE IMMERSION TREATMENT. Stannate immersion treatment deposits a layer of tin. It is a protective paint base for magnesium alloy parts which contain inserts and fasteners of a dissimilar metal such as brass, copper, or steel. This treatment cannot be used with parts containing aluminum inserts or fasteners because the high alkalinity of the bath attacks the aluminum.
6-36. GALVANIC ANODIZING TREATMENT. An electrolytic process that provides a paint base and corrosion-preventive film on magnesium alloys containing manganese.
6-37. CLADDING. Aluminum alloys which are susceptible to corrosion are frequently clad with pure aluminum. Slight pits, scratches, or other defects through the cladding material must be avoided, since the aluminum alloy core will corrode rapidly.
6-38. METAL SPRAYING. Metal is melted and sprayed on the surface to be protected. The surface must be properly prepared and thoroughly cleaned to prevent peeling of the sprayed coat.
6-39. SHOT-PEENING. Shot-peening and other treatments, by which the surface can be placed in compression, are effective in preventing stress corrosion.
6-40. ORGANIC COATINGS. Zinc-chromate primer, enamels, chlorinated rubber compounds, etc., are organic coatings commonly used to protect metals.
6-41. DOPE PROOFING. When doped fabrics are applied over an organic finished metal structure, the dope will have a tendency to loosen the finish on the metal. For this reason, organic coatings on the metal are usually covered with a dope-proof paint, with metal foil, or with cellulose tape to prevent the dope from soaking through.
6-42. TUBE INTERIORS. Protect the interiors of structural steel and aluminum tubing against corrosion. A small amount of water entrapped in a tube can corrode entirely through the tube thickness in a short period. Coat the tube interior by flushing with hot linseed oil, paralketone, or other approved corrosion inhibitor. The flushing liquid is usually introduced through small holes drilled in the tubing. Allow the flushing liquid to drain and plug the holes with a screw or by other means to prevent entry of moisture. Air and watertight sealing of the tubing will also give adequate protection against corrosion if the tubing is internally dry before being sealed.
6-43.–6-49. [RESERVED.]
Par 6-50 Page 6-16 SECTION 4. CORROSION PREVENTIVE MAINTENANCE
6-50. GUIDELINES: ALL AIRCRAFT. Corrosion prevention depends on a comprehensive prevention and control plan, implemented from the start of operation of an aircraft, which includes:
a. Adequately trained personnel in:
(1) Recognition of corrosion-inducing conditions;
(2) Corrosion identification techniques;
(3) Corrosion detection, cleaning, and treating; and
(4) Lubrication and preservation of aircraft structure and components.
b. Inspection for corrosion on a scheduled basis.
c. Thorough cleaning, inspection, lubrication, and preservation at prescribed intervals.
d. Prompt corrosion treatment after detection.
e. Accurate recordkeeping and reporting of material or design deficiencies to the manufacturer and the Federal Aviation Administration (FAA).
f. Use of appropriate materials, equipment, and technical publications.
g. Maintenance of the basic finish systems.
h. Keeping drain holes and passages open and functional. Sealants, leveling compounds, miscellaneous debris, or corrosion inhibitors should not block drain paths.
i. Replacing deteriorated or damaged gaskets and sealants (using noncorrosive-type sealants) to avoid water intrusion and entrapment that leads to corrosion.
j. Minimizing the exposure of aircraft to adverse environments by keeping the aircraft in a hangar.
k. Periodic and frequent inspection of areas where there are foamed plastics or other absorbent material.
l. Daily draining of fuel cavities to remove accumulated water and other foreign matter.
m. Daily wipe-down of exposed critical surfaces of hydraulic cylinders.
6-51. GUIDELINES: AIRCRAFT OPERATING OVER SALTWATER. In addition to the inspection and treatment prescribed above, the following treatment shall be applied:
Par 6-51 Page 6-17
a. Remove all traces of saltwater and saltwater residue by thoroughly washing the aircraft with freshwater.
(1) After drying, coat the propeller, hubs, blades, and other unpainted or unprotected parts of the engine and its installation parts by spraying or rubbing lightly with corrosion-preventive compound, Specification MIL-C-16173, Grade 4.
(2) Apply this mixture on parts that move or require some lubrication and on all fittings subject to corrosion such as landing gear retracting plungers, control surface hinges, control cables, exposed rivets and bolts, and other similar parts not protected by paint. Apply with a cloth or a soft brush soaked in the mixture.
(3) Wipe off excess mixture. When applying the mixture, take care that as little as possible is deposited on exhaust pipes or collector rings to avoid a fire hazard when the engine is started. Keep the ignition wires, propeller anti-icer feed hose, tires, and other rubber parts free of the mixture.
b. Where maximum corrosion protection is desired on stationary parts, use exterior surface corrosion-preventive compound, Specification MIL-C-16173, Grade 1.
c. Wipe the exposed portion of the landing gear shock strut piston with a cloth soaked in the applicable hydraulic fluid.
d. Most parts of landing gear wheels are made from magnesium or aluminum alloys which corrode rapidly unless carefully protected. When the aircraft operates near saltwater and off coral beaches, the corrosion can be very rapid. Inspect wheels to determine the paint condition.
e. Refinish portions of a wheel where paint has deteriorated, peeled, or chipped.
f. Except for friction and bearing surfaces, apply a protective coating to all parts of wheels and brake assemblies.
6-52.–6-62. [RESERVED.]
Par 6-63 Page 6-18 SECTION 5. VISUAL CORROSION INSPECTION GUIDE FOR AIRCRAFT
6-63. GENERAL. This guide provides a general inspection checklist for those parts or surfaces that can be visually inspected without disassembly of the aircraft. It is intended for use in establishing corrosion inspection areas for which the manufacturer has not provided a recommended corrosion inspection program. The manufacturer’s recommended corrosion inspection program will take precedence over this guideline. These inspections should be accomplished in conjunction with other preventive maintenance.
6-64. EXHAUST TRAIL AREAS.
a. Visually inspect paint in areas of the exhaust trails for damage.
b. Visually inspect under fairings, around rivet heads, and in skin crevices for corrosion in areas of engine exhaust trail.
6-65. BATTERY COMPARTMENTS AND BATTERY VENT OPENINGS.
a. Inspect battery compartment for electrolyte spillage, corrosion, and condition of protective paint.
b. Inspect area around battery vent for corrosion.
6-66. LAVATORIES AND GALLEYS. Inspect areas around lavatories, sinks, and ranges for spillage and corrosion. Pay particular attention to floor area and the area behind and under lavatories, sinks, and ranges.
6-67. BILGE AREAS.
a. Inspect bilge areas for waste hydraulic fluids, water, dirt, loose fasteners, drill chips, and other debris.
b. Remove any foreign material from bilge and inspect for corrosion.
6-68. WHEEL WELLS AND LANDING GEAR. Inspect wheel well area and landing gear components for damage to exterior finish coating and corrosion. Particular attention should be given to exposed surfaces of struts, oleos, arms, links, and attaching hardware; axle interiors, exposed position indicator switches and other electrical equipment; crevices between stiffeners, ribs, and lower skin surfaces; magnesium wheels, particularly around bolt heads, lugs, and wheel web areas; and exposed rigid tubing at “B” nuts and ferrules under clamps, and tubing identification tapes.
6-69. EXTERNAL SKIN AREAS.
a. Inspect external skin surfaces for damage to protective finishes and corrosion.
b. Inspect around fasteners for damage to protective finishes and corrosion.
Par 6-69 Page 6-19
c. Inspect lap joints for bulging of skin surface, which may indicate the presence of corrosion between the faying surfaces. Skin cracks and/or dished or missing fastener heads may also indicate severe corrosion in bonded joints.
d. Inspect area around spot welds for bulges, cracks, or corrosion.
e. Inspect piano-type hinges for corrosion. When piano hinges are inspected, they should be lubricated and actuated through several cycles to ensure complete penetration of the lubricant.
f. Inspect thick alloy skin surfaces for pitting, intergranular corrosion, and exfoliation of the metal. Look for white or gray deposits around countersunk fastener heads and raised areas or bumps under the paint film.
g. Inspect composite skins for corrosion of attachment fasteners.
6-70. WATER ENTRAPMENT AREAS. Inspect area around edge of drain holes for corrosion and ensure that drain holes are not blocked by debris.
6-71. ENGINE FRONTAL AREAS.
a. Inspect reciprocating engine cylinder fins, engine cases, and cooling air ducts for damage to exterior finish and corrosion.
b. Inspect radiator cooler cores for corrosion.
6-72. ELECTRONIC PACKAGE COMPARTMENTS.
a. Inspect circuit breakers, contact points, and switches for evidence of moisture and corrosive attack.
b. Treatment of corrosion in electrical and electronic components should be done by or supervised by qualified personnel familiar with the function of the unit involved.
6-73. FLEXIBLE HOSE ASSEMBLIES.
a. Inspect hose assemblies for chafing, weather-checking, hardening, discoloration, evidence of fungus, torn weather protective coatings or sleeves, and corrosion of fittings.
b. Replace any defective, damaged, twisted, or bulging hoses.
6-74. SANDWICH PANELS. Inspect edges of sandwich panels for damage to the corrosion protection finish or sealant and for corrosion.
6-75. CONTROL CABLES.
a. Inspect control cables for bare spots in the preservative coating and corrosion.
b. If external corrosion is found, relieve tension on the cable and check internal strands for corrosion. Cables with corrosion on internal strands should be replaced. External corrosion
Par 6-75 Page 6-20 should be removed by a clean, dry, coarse rag or fiber brush. A preservative should be applied after removal of external corrosion.
6-76. INTEGRAL FUEL CELLS.
a. Inspect top coat finish for breaks, peeling, lifting of surface, or other damage.
b. Inspect aircraft structure for top coat finish damage from pitting or intergranular corrosion.
6-77. ELECTRICAL CONNECTORS.
a. Inspect electrical connectors for breaks in potting compound and corrosion of pins and wires.
b. If the electrical connector is suspected of having moisture intrusion, disassemble the connector, clean the connector, and inspect it for corrosion.
6-78.–6-88. [RESERVED.]
Par 6-89 Page 6-21 SECTION 6. CORROSION REMOVAL PROCEDURES
6-89. GENERAL. General safety precautions for handling materials with hazardous physical properties are outlined in the following paragraphs. They also address emergency procedures for immediate treatment of personnel who have inadvertently come into contact with harmful materials. All personnel responsible for using or handling hazardous materials should be thoroughly familiar with the information in the following paragraphs.
6-90. SAFETY PRECAUTIONS.
a. Chemical. When required to use or handle solvents, special cleaners, paint strippers (strong alkalis and acids), etchants (corrosion removers containing acids), or surface activation material (Alodine 1200), observe the following safety precautions:
(1) Avoid prolonged breathing of solvent or acid vapors.
(2) Never add water to acid. Always add acid to water.
(3) Mix all chemicals per the manufacturer’s instructions.
(4) Clean water for emergency use should be available in the immediate work area before starting work.
(5) Avoid prolonged or repeated contact with the skin of solvents, cleaners, etchants (acid), or conversion coating material (Alodine solution). Rubber or plastic gloves should be worn. Goggles or plastic face shields and suitable protective clothing should be worn when cleaning, stripping, etching, or conversion coating overhead surfaces.
(6) When mixing alkalis with water or other substance, use containers that are made to withstand heat generated by this process.
(7) Wash any paint stripper, etchant, or conversion coating material immediately from body, skin, or clothing.
(8) Materials splashed into the eyes should be promptly flushed out with water, and medical aid obtained immediately.
(9) Do not eat or keep food in areas where poisons may be absorbed. Always wash hands before eating or smoking.
(10) Verify that the area within 50 feet of any cleaning or treating operations where low flashpoint (140 °F or below) materials are being used is clear and remains clear of all potential ignition sources.
(11) Suitable fire-extinguishing equipment should be available to the cleaning/treating area.
Par 6-90 Page 6-22
(12) Equipment should be effectively grounded where any flammable materials are being used.
(13) If materials (acid, alkali, paint remover, or conversion coatings) are spilled on equipment and/or tools, treat immediately by rinsing with clean water, if possible, and/or neutralizing acids with baking soda and alkalis with a weak (5 percent) solution of acetic acid in water.
(14) In confined location, do not use solvents with a low flashpoint (below 100 °F), such as methyl ethyl ketone (MEK) and acetone.
(15) All equipment should be cleaned after work has been completed.
(16) Check and follow all applicable restrictions and requirements on the use of solvents, primers, and top coats.
(17) Check and follow all applicable restrictions and requirements for use and disposal of waste material.
b. Blasting. The following precautions should be taken when using any type of blasting equipment:
(1) Operators should be adequately protected with complete face and head covering equipment, and provided with pure breathing air.
(2) Static-ground the dry abrasive blaster and the material to be blasted.
(3) Magnesium cuttings and small shavings can ignite easily and are an extreme hazard.
Fires of this metal must be extinguished with absolutely dry talc, calcium carbonate, sand, or graphite by applying the powder to a depth of 1/2 inch over the metal.
(4) Titanium alloys and high-tensile-strength steel create sparks during dry abrasive blasting. Care should be taken to ensure that hazardous concentrations of flammable vapors do not exist.
6-91. CORROSION CONTROL WORK PROCEDURES. The effectiveness of corrosion control depends on how well basic work procedures are followed. The following common work practices are recommended:
a. If rework procedures or materials are unknown, contact the aircraft manufacturer or FAA-authorized Designated Engineering Representative (DER) before proceeding.
b. The work areas, equipment, and components should be clean and free of chips, grit, dirt, and foreign materials.
c. Do not mark on any metal surface with a graphite pencil or any type of sharp, pointed instrument. Temporary markings (defined as markings soluble in water or methyl chloroform) should be used for metal layout work or marking on the aircraft to indicate corroded areas.
Par 6-91 Page 6-23
d. Graphite should not be used as a lubricant for any component. Graphite is cathodic to all structural metals and will generate galvanic corrosion in the presence of moisture, especially if the graphite is applied in dry form.
e. Footwear and clothing should be inspected for metal chips, slivers, rivet cuttings, dirt, sand, etc., and all such material removed before walking or working on metal surfaces such as wings, stabilizers, fuel tanks, etc.
f. Do not abrade or scratch any surface unless it is an authorized procedure. If surfaces are accidentally scratched, the damage should be assessed and action taken to remove the scratch and treat the area.
g. Coated metal surfaces should not be polished for aesthetic purposes. Buffing would remove the protective coating, and a brightly polished surface is normally not as corrosion resistant as a nonpolished surface unless it is protected by wax or paint.
h. Protect surrounding areas when welding, grinding, or drilling to prevent contamination with residue from these operations. In those areas where protective covering cannot be used, remove the residue by cleaning.
i. Severely corroded screws, bolts, and washers should be replaced. When a protective coating, such as a cadmium plating on bolts, or screws, is damaged, immediately apply an appropriate protective finish to prevent additional corrosion damage.
6-92.–6-112. [RESERVED.]
Par 6-113 Page 6-24 SECTION 7. BASIC CORROSION REMOVAL TECHNIQUES
6-113. GENERAL. When active corrosion is found, a positive inspection and rework program is necessary to prevent any further deterioration. The following methods of assessing corrosion damage and procedures for rework of corroded areas could be used during cleanup programs. In general, any rework would involve the cleaning and stripping of all finish from the corroded area, removal of corrosion products, and restoration of surface protective film.
a. Repair of corrosion damage includes removal of all corrosion and corrosion products.
When the corrosion damage is severe and exceeds the damage limits set by the aircraft or parts manufacturer, the part must be replaced.
b. If manufacturer information and limits are not available, then a DER must be consulted before the aircraft or part is returned to service.
6-114. PREPARATIONS FOR REWORK. All corrosion products should be removed completely when corroded structures are reworked. Before starting rework of corroded areas, carry out the following:
a. Document corrosion damage.
b. Position the aircraft in a wash rack or provide washing apparatus for rapid rinsing of all surfaces.
c. Connect a static ground line from the aircraft to a grounding point.
d. Prepare the aircraft for safe ground maintenance.
(1) Remove battery(s), liquid oxygen (LOX) generator container (if installed), and external hydraulic and electric power.
(2) Install all applicable safety pins, flags, and jury struts.
e. Protect the pitot-static ports, louvers, airscoops, engine opening, wheels, tires, magnesium skin panels, and airplane interior from moisture and chemical brightening agents.
f. Protect the surfaces adjacent to rework areas from chemical paint strippers, corrosion removal agents, and surface treatment materials.
6-115. FAIRING OR BLENDING REWORKED AREAS. All depressions resulting from corrosion rework should be faired or blended with the surrounding surface. Fairing can be accomplished as follows:
a. Remove rough edges and all corrosion from the damaged area. All dish-outs should be elliptically shaped with the major axis running spanwise on wings and horizontal stabilizers, longitudinally on fuselages, and vertically on vertical stabilizers. (Select the proper abrasive for fairing operations from Table 6-1.)
Par 6-115 Page 6-25 TABLE 6-1. ABRASIVES FOR CORROSION REMOVAL