AC 43.13-1A CHG 1 1975 * (2) Rinse the area in cold, clean tap water.
(3) Immediately electroplate the area with any of the plating solutions except silver. Silver requires an undercoat.
(4) Rinse and dry.
I. Plating on 300 and 400 Series Stainless Steels, Nickel Base Alloys, Chrome Base Alloys, High Nickel Ferrous Alloys, Cobalt Base Allays, Nickel Plate, and Chrome Plate.
(1) Electroclean the area using forward (direct) current until water does not break on the surface. This electroclean process should be accomplished at 12 to 20 volts using the appropriate electrocleaning solution.
(2) Rinse the aren in cold, clean tap water.
(3) Activate the surface using forward (direct) current for 1 to 2 minutes using the activating solution and accomplish at 6 to 20 volts.
(4) Do not rinse.
(5) Immediately nickel flash the surface to a thickness of 0.00005 to 0.0001 inch using the appropriate nickel solution.
(6) Rinse thoroughly.
(7) Immediately continue plating with any other solution to desired thickness.
(8) Rinse and dry.
m. Plating on Low-Carbon Steels (Heat Treated to 180,000 psi).
(1) Electroclean the area using forward Break an (direct) current until water does not break on the surface. This electroclean process should be accomplished at 12 to 20 volts using the appropriate electrocleaning solution.
(2) Rinse the area in cold, clean tap water.
(3) Reverse current etch at 8 to 10 volts, using the appropriate activating solution, until a uniform gray surface is obtained.
(4) Rinse thoroughly.
(5) Immediately electroplate the part using any solutions except copper acid or silver. Both these require undercoats.
(6) Rinse and dry.
n. Plating on Cast Iron and High-Carbon Steels (Steels Heat Treated to 180,000 psi).
(1) Electroclean the area using forward (direct) current until water does not break on Chap 2 Page 73-2 the surface. This electroclean process should be accomplished at 12 to 20 volts using the appropriate electrocleaning solution.
(2) Rinse the area thoroughly in cold, clean tap water.
(3) Reverse current etch at & to 10 volts, using the appropriate etching solution, until a uniform gray is obtained.
(4) Rinse thoroughly.
(5) Remove surface smut with 15 to 25 volts using the appropriate activating solution.
(6) Rinse thoroughly.
(7) Electroplate immediately using any of the solutions except copper or ailver (both these require undercoats).
(8) Rinse and dry.
o. Plating on Ultra High Strength Steels (Heat Treated Above 180,000 psi).
(1) Electroclean the area using REVERSE current until water does not break on the surface.
This electroclean process should be accomplished at 8 to 12 volts using the appropriate electroclean solution.
(2) Rinse the area thoroughly in cold, clean tap water.
(3) Immediately electroplate the part, using either nickel, chromium, gold, or cadmium. Other metals require an undercoat of one of the above.
Plate initially at the highest voltage recommended for the solution so as to develop an initial barrier layer. Then reduce to standard voltage.
(4) Rinse and dry.
(5) Bake the part for 4 hours at 375° +25° F.
NoTE 1: Where the solution vendor provides substantiating data that hydrogen embrittlement will not result from plating with a particular solution, then a post bake is not required. This substantlating data can be in the form of alrcraft industry manufacturers' process specifications, military specifications, or other sultable data.
NoTE 2: Acid etching should be avolded, if posible. Where etching is absolutely necessary, it should always be done with reverse current.
alkallne solutions for initial deposita.
p. Dissimilar Metals and Changing Base. As a general rule, when plating two dissimilar metals, follow the plating procedure for the one with the most steps or activation. If activating* Par 104
* steps have to be mixed, use reverse current activation steps prior to forward (direct) current activation steps.
q. Plating Solution Selection.
(l) Alkaline and neutral solutions are to be used on porous base metals, white metals, highstrength steel, and for improved coating ability.
Acid solutions are to be used for rapid buildup and as a laminating structure material in conjunction with alkaline type solutions.
(2) Chrome brush plating solutions do not yield as hard a deposit as bath plating solutions.
The hardness is about 600 Brinell as compared to 1,000 Brinell for hard chrome deposited from a tank.
(3) Silver immersion deposits will form with no current flowing on most base metals from the silver brush plating solutions; such deposits have poor adhesion to the base metal. Consequently, a flash or a more noble metal should be deposited prior to silver plating to develop a good bond.
(4) In general, brush plating gives less hydrogen embrittlement and a lower fatigue strength loss than does equivalent tank deposits.
However, all brush-plated, ultra high strength steel parts (heat treated above 180,000 psi) Par 104 AC 43.13-1A CHG 1 1975 should be baked as mentioned in paragraph
104.0.(5), unless it is specifically known that embrittlement is not a factor.
r. Qualification Tests. All brush plated surfaces shall be tested for adhesion of the electrodeposit. Apply a 1-inch wide strip of Minnesota Mining and Manufacturing tape code 250, or an approved equal, with the adhesive side to the freshly plated surface. Apply the tape with heavy hand pressure and remove it with one quick motion perpendicular to the plated surface. Any plating adhering to the tape shall be cause for rejection.
s. Personnel Training for Quality Control.
Manufacturers of selective plating equipment provide training in application techniques at their facilities. Personnel performing selective plating must have adequate knowledge of the methods, techniques, and practices involved.
These personnel should be products of those training programs and certified as qualifed operators by the manufacturers of the products used, as well as by local quality control depart* ments.
105.-114. RESERVED.
Chap 2
AC 43.13-1A CHG 1 Page 73-4 1975
Page 74 AC 43.13-1A 1972 Section 4. REPAIR OF LAMINATE STRUCTURES
115. GENERAL. There is a wide variation in the composition and structural application of laminates, and it is essential that these factors be given major consideration when any restoration activities are undertaken. To a similar extent, there also exist many types of laminate structure repairs that may or may not be suitable for a given condition. For this reason, it is important that the aircraft or component manufacturer's repair data be reviewed when determining what specific type of repair is permissible and appropriate for the damage at The materials used in the repair of laminate structures must preserve the strength, weight, aerodynamic characteristics, or electrical properties of the original part or assembly. This can best be accomplished by replacing damaged material with material of identical chemical composition or a substitute approved by the manufacturer.
In order to eliminate dangerous stress concentrations, avoid abrupt changes in cross-sectional areas. Whenever possible, for scarf joints and facings, make small patches round or oval-shaped, and round the corners of large repairs. Smooth and properly contour aerodynamic surfaces.
It is recommended that test specimens be prepared at the same time that the actual repair is accomplished. These can then be subjected to a destructive test to establish the quality of the adhesive bond in the repaired part. To make this determination valid, the specimens must be assembled with the same adhesive batch mixture and subjected to curing pressure, temperature, and time identical with those in the actual repair.
a. Fiberglass Laminate Repairs. The following repairs are applicable to fiberglass laminate used for fairings, covers, cowlings, honeycomb panel facings, etc. Prior to undertaking the repair, clean the repair area thoroughly with a castile soap and warm water. Remove any paint by wet or dry sanding methods. Seed blasting may be used but caution must be exercised to not abrade the surfaces excessively.
Superficial scars, scratches, surface abrasion, or rain erosion can generally be repaired by applying one or more coats of a suitable resin, catalyzed to cure at room temperature, to the abraded surface. The number of coats required will depend upon the type of resin and severity of the damage.
Damage not exceeding the first layer or ply of fiberglass laminate can be repaired by filling with a putty consisting of a compatible roomtemperature-setting resin and clean short glass fibers. Before the resin sets, apply a sheet of cellophane over the repair area and work out any bubbles and excess resin. After the resin has cured, sand off any excess and prepare the area for refinishing.
Damage deep enough to seriously affect the strength of the laminate (usually more than the first ply or layer of fabric) may be repaired as illustrated in figure 2.37. Coat the
- DAMAGE TO FACING
DAMAGED MATERIAL
REMOVED BY SANDING , REPLACED LAMINATIONS
SANDED TO CONTOUR FIGURE 2.37.-Typical laminate (facing) repair.
Par 115 Chop 2
AC 43.13-1A 1972 in any cleaning process to avoid unnecessary breaking of the protective film, particularly at the edges of the aluminum sheet. Chromic acid and other inhibitive treatments tend to restore the oxide film.
d. More severe cleaning is necessary with intergranular corrosion (attack along grain boundaries). The mechanical removal of all corrosion products and visible delaminated metal layers must be accomplished in order to determine the extent of the destruction and to evaluate the remaining structural strength of the component. Inspection with a 5- to 10- power magnifying glass or the use of dye penetrant will assist in determining if all unsound metal and corrosion products have been removed. Grinding to blend or fair out the edges of damaged areas can best be accomplished by using aluminum oxide-impregnated rubberbase wheels. Chemically inhibit the exposed surfaces and restore chemical surface films or paint in the same manner as for other aluminum surfaces.
e. Magnesium is the most chemically active of the metals used in aircraft construction and is therefore the most difficult to protect. The prompt and complete correction of the coating failure is imperative if serious structural damage is to be avoided. Treat the corroded area with 10 percent chromic acid solution to which has been added approximately 20 drops of battery electrolyte per gallon, in the same manner as for aluminum alloys.
251. CORROSION PROOFING OF LANDPLANES AND SEAPLANES. In the repair or alteration of aircraft, use corrosion proofing materials the same as, or equivalent to, that originally applied unless the repair or alteration would result in increased susceptibility to corrosion, in which case, employ additional corrosion protection measures.
252. CORROSION PROOFING OF LANDPLANES CONVERTED TO SEAPLANES. A special problem is encountered in the conversion of landplanes to seaplanes. In general, landplanes do not receive corrosion proofing to the same extent as do seaplanes manufactured as such. Corro- Chap 6 Page 127 sion-proofing standards for landplanes converted to seaplanes are divided into two classes: (1) Necessary minimum precautions;
and (2) Recommended precautions. Regardless of such precautions, it is imperative that the exterior surfaces of seaplanes be washed with clear fresh water immediately following extended water operation, or at least once a day when operated in salty or brackish water. Wash interior surfaces of seaplanes exposed to spray, taking care to prevent damage to electrical circuits or other items subject to injury.
a. Necessary Minimum Precautions. The following procedures are considered the minimum to safeguard the airworthiness of the converted aircraft and are not in themselves intended to maintain airworthiness for an indefinite period.
(1) Unless already protected, treat exposed fittings or fittings which can be reached through inspection openings with two coats of zinc chromate primer, paralketone, nonwatersoluble heavy grease, or comparable materials.
This applies to items such as wing-root fittings, wing-strut fittings, control-surface hinges, horns, mating edges of fittings, and attach bolts, etc.
(2) Coat nonstainless control cables with grease or paralketone or other comparable protective coating, if not replaced with corrosion-resistant cables.
(3) Inspect all accessible sections of aircraft structure. Clean structural parts showing corrosion and refinish if corrosion attack is superficial. If a part is severely corroded, replace with an adequately corrosion-proofed part.
b. Recommended Precautions. The recommended precautions are those which are suggested as a means of maintaining such aircraft in condition for safe operation over extended periods of time.
(1) Provide additional inspection openings to assist in detecting corrosion. Experience has shown openings to allow inspection of lower and rearward portion of the fuselage to be particularly desirable.
(2) Incorporate additional provisions for free drainage and ventilation of all interiors to Par 250
prevent collection of moisture (scoop-type drain grommets).
(3) Protect the interior of structural steel tubing. This may be done by air and watertight sealing or by flushing with hot linseed oil and plugging the openings. Inspect tubing for miss.
ing sealing screws, presence of entrapped water, local corrosion around sealing screws, welded clusters, and bolted fittings which may be indicative of entrapped moisture.
14) Shit the fabric of fabric-covered aircraft longitudinally on the bottom of the fuselage and tail structure for access to these sections. Coat the lower structural members with zinc chromate primer (two coats); follow by a coat of dopeproof paint or wrap with cellophane tape and rejoin the fabric. This precaution is advisable within a few months after start of operation as a seaplane.
(5) Spray the interior of metal-covered wings and fuselages with an adherent corrosion inhibitor.
(6) Place bags of potassium or sodium dichromate in the bottom of floats and boat hulls to inhibit corrosion.
(7) Prevent the entry of water by sealing, as completely as possible, all openings in wings, fuselage, control-surface members, openings for control cables, tail-wheel wells, etc.
253. CLEANERS, POLISHES, BRIGHTENERS. It is important that aircraft be kept thoroughly clean of deposits containing contaminating substances such as oil, grease, dirt, and other foreign materials.
a. Materials. Avoid damage to aircraft by not using harmful cleaning, polishing, brightening, or paint-removing materials. Use only those compounds which conform to existing government or established industry specifications or products that have been specifically recommended by the aircraft manufacturer as being satisfactory for the intended application. Observe the product manufacturer's recommendations concerning use of his agent.
b. Chemical Cleaners. Chemical cleaners must be used with great care in cleaning assembled aircraft. The danger of entrapping corrosive materials in faying surfaces and crevices coun- Par 252 AC 43.13-1A CHG 1 1975 taracts any advantages in their speed and effectiveness. Use materials which are relatively neutral and easy to remove.
c. Removal of Spilled Battery Acid. In order to neutralize spilled battery acid, use sodium bicarbonate (baking soda), or sodium borate (borax) 20 percent by weight dissolved in water.
After neutralization, remove alkali salt completely with copious quantities of water to prevent corrosion. An application of acidproof paint to the structure surrounding the battery may be an effective control for this type of cor- * 254. HANDLING AND CARE OF AIRCRAFT RECOV- ERED FROM WATER IMMERSION. Aircraft which were recovered from partial or total immersion in water, including flash floods, have been allowed to air dry, in certain instances, with no safety precautions other than a cursory inspection of the aircraft exterior. The lack of an adequate cleanup of water-immersed areas may subsequently adversely affect the safety of the aircraft. That is, water immersion increases the probability of corrosive attack, the removal of lubrication, the deterioration of aircraft materials, and/or degradation of electrical and avionic equipment.
Sea water, because of salt content, is more corrosive than surface fresh water. However, fresh water may contain varying amounts of salt and, as drying occurs, the salt concentration is increased and corrosive attack accelerated.
The most important factor following recovery of an aircraft from sea or fresh water immersion is prompt action. Components of the aircraft which have been water immersed, such as the powerplant, accessories, airframe sections, actuating mechanisms, screws, bearings, working surfaces, fuel and oil systems, wiring, radio, and radar should be disassembled, to the extent considered necessary, so that the contaminants can be completely removed.
a. Initial Fresh Water/Detergent Wash. As soon as possible after the aircraft is recovered from water immersion, thoroughly wash contaminated internal and external areas of the aircraft using a water/detergent solution as follows:
(1) Mix liquid detergent (MIL-D-16791, Type I) and isopropyl alcohol (TT-I-735) in* Chap 6
AC 43.13-1A CHG 1 1975 *ratio of eight parts detergent to 20 parts of alcohol. Add the detergent/alcohol mixture to 72 parts of tap water and mix thoroughly. For use, add one part of the foregoing concentrate to nine parts of tap water (warm water if available) and mix thoroughly.
(2) If the above specified detergent/alcohol materials are not available, use water emulsion cleaning compound (MIL-C-43613). Add one part compound to nine parts water. If the MIL cleaning compound is not available, use any available mild household detergent solution with fresh tap water.
b. Safety Precautions. The following safety precautions should be observed:
(1) Electrically ground the aircraft. Attach the ground lead to the aircraft at a point which is outside the area that could contain explosive vapors.
(2) If the landing gear of land planes is used as a supporting mechanism, install a spreader bar, jury strut, landing gear downlocks or other suitable devices to insure that the gear will not collapse. If the landing gear is not serviceable, insure that the aircraft is solidly supported to prevent hazardous movement.
(3) Disconnect and remove wet- and/or drycell batteries and isolate aircraft from all sources of electricity or other spark-producing devices.
Spark-producing static electricity is genernted at compressed air hose outlets, so this method should not be used for ventilating or purging fuel vapors.
(4) Remove all fuel, oil, and hydraulic fluid.
15) Flush all fuel and oil cells with clean fresh water.
(6) Deflate tires, especially on magnesium wheels. Depressurize landing genr struts, pneumatic systems, and hydraulic accumulators.
c. Reciprocating Engines and Propellers. The propeller should be removed from the engine and the engine from the aircraft. The exterior of the engine and propeller should be washed with stenm, or hot or cold fresh water.
The major accessories, engine parts, etc., should be removed and all surfaces flushed with fresh water, preferably hot. If facilities are available, the removed parts, size permitting, should be Chap 6 Page 128-1 immersed in hot water or hot oil, 180° F., for a short period of time. Soft water is preferred and should be changed frequently. All parts must be completely dried by air blast or other means. If no heat drying facility is available, wipe the cleaned parts with suitable drying cloths.
Constant speed propeller mechanism should be disassembled, as required, to permit complete decontamination. Clean parts with steam or hot or cold fresh water. Dry the cleaned parts in an oven, but if a heat drying facility is not available, wipe the cleaned parts with suitable drying cloths.
d. Gas Turbine, Turboprop and Turboshaft Engines. The engine exhaust shield, insulation blankets, separate exhaust collectors, compressor housing, pinion cowl and/or upper pinion housing should be removed. The engine accessories, outer housing exhaust shields, and other exposed parts should be steam cleaned. The steamcleaned parts should be dried in an oven at approximately 200° F., or with hot air from a portable engine heater, or with clean wiping cloths.
Immerse remainder of engine in 10-20 percent water solution of sodium dichromate, or hot, fresh water and apply sufficient agitation to provide complete flushing.
If immersion cannot be accomplished, flood the lower section of the compressor housing and thoroughly flush rotor blades with sodium dichromate solution or warm fresh water. Seal off combustion chamber openings and alternately fill and drain the combustion chamber with fresh water. Dry clean parts in an oven, or use dry air from a portable engine heater or wipe with suitable drying cloths.
e. Airframe. 'The salvageable components of the fuselage, wings, empennage, seaplane and amphibian hulls and floats, and movable surfaces should be processed as follows:
(1) The fabric from fabric-covered surfaces should be removed and replaced.
(2) The aircraft interior and exterior should be cleaned using steam under pressure with steam-cleaning compound. The steam should be directed into all seams and crevices where corrosive water may have penetrated. Avoid steam * Par 254
*cleaning electrical equipment, such as terminal boards and relays.
(3) Areas that have been steam cleaned should be rinsed immediately with either hot or cold fresh water.
(4) Touch up all scratches und scars on painted surfaces using zinc chromate primer or preservative.
(5) Undrained hollow spaces or fluid entrapment areas should be provided temporary draining facilities by drilling out rivets at lowest point. Install new rivets after drainnge.
(6) All leather, fabric upholstery, and insulation should be removed and replaced. Plastic or rubber foam which cannot be clenned of all corrosive water should be replaced.
(7) All drain plugs or drive screws in tubular struotures should be removed and the structure blown out with compressed air. If corrosive water has reached the tubular interiors, carefully flush with hot, fresh water and blow out water with compressed air. Roll the structure as necessary to remove water from pockets. Fill the tubes with hot linseed oil at upproximately 180° F. Drain oil and replace drain plugs or drive screws.
(8) Clean sealed wood, metalite, and other nonmetallic areas, excluding acrylic plastics, with warm water. Wood, metalite, and other porous materials exposed to water immersion should be replaced, unless surfaces are adequately sealed to prevent penetration by corrosive water. Virtually all solvents and phenolic type cleaning agents are detrimental to acrylics and will either soften the plastic or cause crazing.
f. Helicopter Rotor Dynamic Components.
(1) All evidence of corrosive water should be removed from the exterior of transmissions and gear boxes by flushing with clean hot or cold fresh water.
(2) Where it is possible that corrosive water has reached the interior of the transmission or gear boxes, remove plugs and/or covers and drain completely. Flush interior of part with hot or cold fresh water. Drain residual water, replace plugs and/or covers, and reapply proper lubricant.
g. Helicopter Blades. Except for blades with wooden or other nonmetallic constructions, treat Par 254 AC 43.13-1A CHG 1 1975 helicopter blades the same as propellers for reciprocating engines. Clean nonmetallie blades by hand, using warm water. Dry with wiping cloths or a warm air blast. When cleaning helicopter rotor blades, insure that nonsealed hollow members, such as the spars and blade pockets, are cleaned and dried.
h. Fuel and Oil Systems. Contaminated fuel and oil systems should be processed as follows:
(1) Flush oil system, inchiding lines, using water-displacing preservative.
(2) Open fuel systems. Purge cells and fuel lines. Check effectiveness of the purging with combustible gas indicator. Remove bladder and self-sealing type fuel cells and all cavity liners or pads.
(3) Use clean, fresh water to wash fuel cells.
After drying, spray interior walls with oil.
(4) Chemically treat bare metal surfaces of cleaned aluminum tanks with 10-20 percent water solution of sodium dichromate.
(5) Flush fuel lines with hot water (150° F.
maximum). Dry, using clean, dry, compressed air.
i. Landing Gear. Process salvageable components of the landing gear, wheels, and brakes as follows:
(1) Remove tires and wheels.
(2) Steam clean wheels, rinse in fresh water, and dry.
(3) Remove wheel bearings and clean, using dry cleaning solvent.
(4) Immerse bearings in methyl alcohol and dry the cleaned brarings in air blast. Do not permit bearings to rotate during air blast drying.
Reapply proper lubricant.
(5) Remove brakes, steam clean, and rinse with fresh water and dry.
j. Electrical Equipment.
(1) Wet cell batteries. The risk involved in using wet cell batteries that have been immersed in sea water may outweigh any economic advantage and should be replaced.
(2) Because of posable flight hazards and later defects caused by progressive corrosive attack, all electrical wiring immersed in corrosive water should be replaced. If wiring is* Chap 6
AC 43.13-1A CHG 1 Poge 128-3 1975 * merely splashed or sprayed with corrosive water, flush thoroughly with clean, fresh water and dry, using compressed air. Following compressed air drying, coat with water dispensing preservative (MIL-C-81309, Grade A).
k. Miscellaneous Equipment. The following equipment should be thoroughly washed to remove dirt, salt, and other contaminants. Dry with air blast or other means, and, if required, reapply proper lubricant:
(1) Wiring and fuselage hydraulic units.
(2) Electric landing gears.
(3) Actuators.
(4) Cables.
(5) Accumulators.
(6) Hydraulic reservoirs.
(7) Flight control.
(8) Torque tubes and bell cranks.
(9) Heating units, ducts, etc. *
255.-264. RESERVED.
Chap 6 Par 254
AC 43.13-1A 1972 essary to remove anodic films from parts to be inspected, since the dye readily penetrates such films. Special procedures for removing the excess dye should be followed.
b. Application of Penetrant. The penetrant is applied by brushing, spraying, or by dipping and allowed to stand for a minimum of 2 minutes. Dwell time may be extended up to 15 minutes, depending upon the temperature of part and fineness of the defect or when the surface being inspected is ground. Parts being inspected should be dry and heated to at least 70° F., but not over 130° F. Very small indications require increased penetration periods.
c. Removal of Dye Penetrant, Surplus penetrant is usually removed by application of a special cleaner or remover, or by washing with plain water and the part allowed to dry. Water rinse may also be used in conjunction with the remover, subject to the manufacturer's recommendations.
d. Application of Developer. A light and even coat of developer is applied by spraying, brushing, or dipping. When dipping, avoid excess accumulation. Penetrant which has penetrated into cracks or other openings in the surface of the material will be drawn out by the developer resulting in a bright red indication. Some Chap 7 Page 139 idea of the size of the defect may be obtained after experience by watching the size and rate of growth of the indication.
301. ULTRASONIC FLAW DETECTION. Ultrasonic flaw detection equipment has made it possible to locate defects in all types of materials without damaging the material being inspected.
Very small cracks, checks, and voids, too small to be seen by X-ray, are located by means of ultrasonic inspection. An ultrasonic test instrument requires access to only one surface of the material to be inspected, and can be used with either straight line or angle beam testing techniques. The instrument electronically generates ultrasonic vibrations and sends them in a pulsed beam through the part to be tested. Any discontinuity within the part, or the opposite end, will reflect the vibration back to the instrument, which measures the elapsed time between the initial pulse and the return of all reflections and indicates such time lapse on a cathode ray indicator or paper recorder. Ultrasonic inspection requires a skilled operator who is familiar with the equipment being used as well as the inspection method to be used for the many different parts being tested.
302.-312. RESERVED.
Par 300
Page 140 AC 43.13-1A CHG 1 1975 Section 4. IDENTIFICATION OF FABRICS AND PLASTICS
313. IDENTIFICATION OF FABRIC. Cotton fabric is often used as covering for wing, fuselage, and control surfaces of aircraft. Acceptable grades of fabric for use on civil aircraft are listed in Chapter 3. In general, the fabric can be readily identified by a continuous marking to show the manufacturer's name or trademark and specification number. This marking may be found stamped along the selvage edge. The specification number for grade "A" fabric is AMS-3806, and for the intermediate grade AMS-3804. The corresponding FAA Technical Standard Order * Numbers for these materials are TSO-C15 and 1SO-C14, respectively. Increasing interest in* the use of linen and certain synthetic fabrics in lieu of cotton has been noted. Identity of such materials should always be verified by the user.
314. IDENTIFICATION OF PLASTICS, Plastics cover a broad field of organic synthetic resins and may be divided into two main classifications -thermoplastic and thermosetting plustics.
a. Thermoplastics. Thermoplastics may be softened by heat and can be dissolved in various organic solvents. Two kinds of transparent thermoplastic materials are commonly employed in windows, canopies, etc. These materials are known as acrylic plastics and cellulose acetate plastics. These two plastics may be distinguished by the absence of color, the greater transparency, and the greater stiffness of the acrylic as compared to the slight yellow tint, lower transparency, and greater flexibility of cellulose acetate.
b. Thermosetting Plastics. Thermosetting plastics do not soften appreciably under heat but may char and blister at temperatures of 204° to 260° C. (400° to 500° F.). Most of the molded products of synthetic resin composition, such as phenolic, urea-formaldehyde, and melamineformaldehyde resins, belong to the thermosetting group.
315.-320. RESERVED.
Par 313 Chap 7
AC 43.13-1A CHG 1 Page 140-1 1975 * Section 5. CABIN INTERIOR MATERIALS, FIRE PROTECTION QUALITIES
321. REQUIREMENTS FOR FIRE PROTECTION. The cleaning, repairing. and/or replacement of cabin interior materials necessitates continuing compliance with the fire protection requirements of the FARs. A recent field survey on this matter revealed a wide variance in the procedures used for maintaining cabin interior materials with respeot to the fire protection qualities of these materials.
a. Interior Materials. The methods, techniques, practices, and materials used in the cleaning, repair, and replacement of cabin materials must meet the requirements of Section 43.13 of the FARS.
b. Fire Protection. The requirements relative to fire protection qualities of cabin interior materials are specified in:
(1) Section 121.312, for aircraft operated under Parts 121, 123, and 135.
(2) Section 127.91, for helicopters used in passenger service under Part 127.
c. Source of Information. If information regarding the original or properly altered fire protection qualities of certain cabin interior materials is not available, requests for this information should be made to the aircraft manufacturers or the local FAA regional office, specifying the model aircraft, the aircraft manufacturer, the date the aircraft was manufactured or the serial number, and the FAR Part under which the aircraft is operated (i.e., Part 91, Part 121, etc.).
322.-325. RESERVED.
Chap 7 Par 321