AC 43.13-1A Page 299 1972 Section 6. ANTENNAS
839. FIXED AND TRAILING WIRE ANTENNAS. Inspect fixed and trailing wire antennas for cracked or broken insulators, broken tension springs, and missing end thimbles. Inspect feed-through and strain insulators for damage due to arcing or corona discharge. Replace damaged insulators. If insulated wire is used for the fixed antenna, inspect the insulating covering for pinholes resulting from corona discharge or lightning. Inspect fixed antenna masts for security of mounting and absence of skin cracks in the mounting area.
840. WHIP AND BLADE ANTENNAS. Inspect security of mounting, condition of sealant around antenna base, and physical damage resulting in bending or deformation of the antenna itself.
841. FLUSH MOUNTED ANTENNAS. Many high performance aircraft use flush mounted antennas where the antenna itself is recessed in the fuselage or other portions of the aircraft structure. The recesses in which such antennas are mounted are covered with fiberglass or other material which allows the passage of radio frequency energy. Inspect such covers frequently for integrity of seals and cracks in the covering. If the covers are painted, they should be painted with a type of paint which will not interfere with the passage of radio frequency en-
842. COAXIAL CABLES AND FITTINGS. Inspect coaxial cable antenna connectors for proper fastening. Certain types of connectors depend on the positioning of the center pin by its physical connection to the center conductor of the cable. Frequent connecting and disconnecting of the connector causes this pin to position so that it does not make contact with the female connector. If the connectors become physically separated from each other or the unit, equipment failure will result. Cable connectors may be clamped or safetied so that they do not become separated.
843. RADOMES. A radome is a covering whose primary purpose is to protect a radar antenna from the elements. It is a part of the airframe, but must have certain electrical as well as physical properties. Electrically, a radome must permit the passage of the radar transmitted signals and return echoes with minimum distortion and absorption. In order to do this it must have a certain electrical thickness. A variation in electrical thickness can make the difference between an efficient radome and one that can reduce radar range, distort displays, and cause inaccurate directions and false targets. Hence, a radome must be properly maintained and repaired to deliver optimum performance.
844. RADOME INSPECTION. Inspection of aircraft having. weather radar installations should include a visual check of the radome surface for signs of surface damage, holes, cracks, chipping, and peeling of paint, etc. Attach fittings and fastenings, neoprene erosion caps, and lightning strips, when installed, should also be inspected.
•. Scuft marks on the radome are usually ar indication of impact damage from birds, foreign objects, or hangar/ramp equipment. Further detailed inspection is required to determine whether physical damage has occurred.
b. Surface cracks on the radome paint do not always indicate structural damage, but may be due to paint shrinking or becoming brittle. If accompanied by impact marks, static discharge or lightning burn marks, or evidence of oil canning, a more detailed inspection is required to determine whether physical damage has oc-
Chap 15 Par 839
flight encounter with hail, surface static discharges, or lightning. A detailed external and internal inspection of the radome should be made for fractures or delamination of the radome structure.
d. Paint peeling on the radome is usually caused by flight in heavy precipitation or by improperly applied paint coatings. If detected in its early stages, usually no damage results.
Corrective action should be taken to prevent further erosion and water absorption. A rapid breakdown of the structure will occur when trapped moisture freezes resulting in greatly reduced efficiency of radar operation.
•. Neoprene erosion caps provide protection from rain erosion; however, they do conceal the radome surface and make impact damage difficult to detect. When in doubt about impact damage, remove the radome and inspect the inside surface. Other erosion cap inspection items are air bubbles, surface fraying, and loose edges around the cap.
f. Lightning diverter strips are intended to protect the radome from lightning damage, and prevent radio interference from static charge build-up on the radome. Proper grounding of these atrips to the aircraft structure should be assured each time a radome is inspected or repaired. Damaged or burned-out strips should be replaced.
845. RADOME MAINTENANCE AND REPAIR. Any repair to a weather radome should be accomplished according to manufacturer's recommended procedures by qualified personnel using the equipment and materials recommended by the manufacturer. The use of improper materials and repair techniques may result in reduced performance and accuracy of the weather radar system.
o. Plastic nose caps should not be installed over a radome unless the manufacturer recommends such installation. Such caps may cause radar beam distortion, weak signal returns, poor definition, and radar display clutter.
Moisture leaks or condensation between the plastic cap and radome can block or distort the signal without the cause for such condition being apparent.
Par 844 AC 43.13-TA 1972
b. Radome protective coating should be a type, and contain only materials, recommended by the radome manufacturer. Metallic paints or undercoating can set up reflections in the radar system which may damage the equipment.
c. Solvents should not be used to wash the radome. They may weaken the bond between the radome and the neoprene erosion cap.
d. Chemical type paint strippers should not be used. They will attack the resins used in the radome construction, and may weaken its structural integrity.
•. The testing of a radome after maintenance or repair is a determination that must be made by the person approving it for return to service since he is responsible for its airworthiness. All repairs to radomes are not necessarily major repairs, and minor repairs may not require testing. The decision to test should be based upon the nature and complexity of the
846. LOOP ANTENNAS. Loop antennas are designed for use with a particular receiver. Connecting wires between the loops and receivers are also designed for the specific equipment.
Use only components meeting the specification characteristics of the receiver manufacturer.
The outstanding characteristic of a loop antenna is its directional sensitivity which makes it useful as an accurate navigational device.
847. LOOP QUADRANTAL ERROR. Compensation of a loop for quadrantal error requires technical knowledge of the equipment and its operational use and should be accomplished only by a qualified technician. Quadrantal error is that error caused by the metal in the fuselage, wings, etc., distorting the electromagnetic field of a received signal and resulting in azimuth reading inaccuracies which are greatest between the four cardinal points with respect to the centerline of the aircraft.
848. COMPENSATION FOR QUADRANTAL ERROR.
It will be necessary to check the direction of the radio bearings every 45 degrees from the fore-and-aft axis of the aircraft (preferably Chap 15
AC 49.13-1А 1972 every 15 degrees) after installation of the loop in order to determine and compensate for the deviations caused by distortion of the radio field pattern due to the wing, engine nacelle(s), antennas, and other parts of the aircraft. If the loop is of the type which includes compensating means, it is important that no compensation be present in the loop at the time this calibration is made. If the loop has no provision for adjustment of quadrantal error, the calibration data should be used for the preparation of a correction card to be mounted in the cockpit near the indicator to provide the pilot with corrected bearing information.
849. GROUND CALIBRATION. The calibration may be made on the ground for installations in which the loop is on top of the aircraft, but the accuracy of the calibration should be checked in the air. However, for installations in which the loop is beneath the fuselage, the use of the flight method is necessary if accuracy is to be obtained.
850. AIR CALIBRATION. Air calibration of loops are best made on a day when the wind is less than 8 miles per hour and the air is smooth, using a medium or high-powered radio station between 25 and 100 miles distant. The station should normally provide good bearings with little or no fluctuation of the indicator pointer.
Do not make the calibration within two hours of sunrise or sunset or when wide fluctuations of bearings are noted.
851. CALBRATION POINTS, Select a landmark or series of landmarks such as & road, railroad tracks, section lines, etc., which will provide a Chap 15 Passe 301 direct line toward the radio station. Powerlines and railroads on or adjacent to the landmarks can distort the radio path, so make a check to determine whether or not distortion is present.
This can be done by crossing the reference line at various angles while maintaining fixed courses by means of the directional gyro. If the bearing changes rapidly as the line is approached, distortion is present and should be eliminated by flying at a higher altitude, or by selecting a new reference landmark.
852. CALIBRATION PROCEDURE. Fly directly toward the station along the reference line with the aircraft in level flight at an altitude low enough to avoid parallax error. When passing over some predetermined point or intersecting line to the reference, record simultaneously the indicator bearing and the directional gyro reading. Repeat the above procedure until sufficient readings have been taken at all required bearings. Since the radiocompass deviation changes to some extent with frequency, take calibration data at several frequencies to ensure greater accuracy in use.
853. CALIBRATION DATA. Calibration data obtained for a particular type of airplane is usable without modification for all aircraft of that type if the location of the loop and other antennas are the same. Since all sircraft of the same type may not have the same radio installations, an accurate diagram with antenna dimensions and exact loop location will add to the usefulness of the recorded data.
854.-863. RESERVED.
Par 848
AC 43.13-1A Page 303 1972 Chapter 16. INSTRUMENTS Section 1. MAINTENANCE OF INSTRUMENTS
864. GENERAL. The complexity of modern instruments, integrated flight systems, autopilots, sir data computers, and inertial guidance systems necessitates complex maintenance procedures, sophisticated test equipment and qualified personnel. The safety of aircraft operated in the National Airspace System is dependent in a large degree upon the satisfactory performance of airborne instrument systems. It is, therefore, important that maintenance be accomplished using the best techniques and practices to assure optimum performance.
The term "system" as used in this chapter means those units of power source, sensors, transmitters, indicator, and controllers which together perform a function of display, interpretation, or control of the functions of an aircraft, its systems or the environment in which it operates.
865. DEFINITION. The definition of an instrument is contained in Part 1 of the Federal Aviation Regulations.
866. MAINTENANCE OF INSTRUMENTS. Repairs and overhaul of aircraft instruments should be made only by an FAA approved facility having proper test equipment, adequate manufacturer's maintenance manuals and service bulletins, and qualified personnel. Details concerning the repair and overhaul of various instruments differ considerably. Test, repair, and adjust instruments and instrument systems in accordance with the manufacturer's maintenance instructions, manuals, and applicable F'ederal Aviation Regulations. Consult the airframe manufacturer for specific maintenance instructions involving instruments that are installed or supplied by them.
867. TEST/ADJUSTMENT OF INSTRUMENTS. Certain instruments, such as altimeters and vertical speed (rate-of-climb) indicators are equipped with simple adjusting means. They are readily accessible and do not require any special tools to operate. The adjustment should be accomplished by qualified personnel, using proper test equipment and adequate reference to the manufacturer's maintenance manuals.
a. The Altimefer. Most altimeters can be reset to correlate the barometric scale with the altitude indication using only a screwdriver. Manufacturer's instructions usually caution that this operation be done only once or twice. Under FAR 43.9, the event must be properly recorded in the aircraft's permanent maintenance records. Only small corrections should be made.
Large corrections should be regarded as an indication of possible malfunction of the instrument and appropriate tests be made.
(1) When correlating the altitude indication with the barometric scale, it is recommended that only two small adjustments be made without a scale error test.
(a) On initial installation of a new or properly overhauled instrument, a correction of up to 40 feet may be made.
(b) After the first flight, or series of flights, an additional correction of up to 40 feet may be made.
NoTE: Allow the altimeter approximately 8 hours to stabilize at the prevailing atmospheric pressure before making this adjustment.
(c) If an adjustment of over 40 feet, or any adjustment other than (a) and (b) above is needed, the altimeter should be sent to an instrument repair facility for testing, or should be tested in accordance with subparagraph (4) of this paragraph.
(2) To determine if a scale error test is necessary, rotate the barometric setting knob Chap 16 Par 864
until the CURRENT altimeter setting is indicated. The altimeter setting should be obtained from an FAA control tower or other accurate source. Compare the altimeter reading with the known altitude. A scale error test should be made, after adjustment, if the difference is greater than 40 feet.
Nore: Exact altitude of the altimeter should be determined, since the elevation from point to point on an airport may vary by a substantial amount.
(3) A recommended procedure for setting the barometric scale to correlate with altitude is as follows:
(a) Rotate the barometer setting knob until the altimeter indicates the known altitude. (See note above.)
(b) Following manufacturer's instructions, release the locking mechanism of the barometric setting device. Making sure the barometric setting knob is not rotated, pull the knob out until it is disengaged from the internal gearing.
(c) Rotate the knob to the CURRENT altimeter setting, then gently press the knob back until the internal gearing is meshed and engage the locking mechanism.
(d) Check the operation of the barometric setting mechanism by rotating the knob. Movement should be smooth; no grinding or sticking should be apparent.
(e) Rotate the knob to the pressures indicated below. The altimeter reading should change as shown within +25 feet:
81.00" Hg .. + 910 feet
30.00" Hg .. Reference setting
29.00i Hg .. - 986 feet
(4) If an adjustment exceeds 40 feet or any adjustment other than (1) (a) and (b) of this paragraph is needed, the altimeter should be tested for scale error. Air carriers' altimeters are tested in accordance with their approved maintenance procedure and all other altimeters in accordance with Appendix E, Part 48, using test equipment whose description and maintenance are at least equivalent to that contained in Advisory Circular 48-208A.
b. Vertical Speed Indicators. Most vertical Par 867 AC 43.13-1 192 speed indicators can be set to zero by mean of a slotted shaft adjustment, using only screwdriver.
(1) It is recommended that only two adjust ments be made without & scale error test Under FAR 48.9, the event must be properl recorded in the aircraft's permanent mainte nance records.
(a) On initial installation of a new o properly overhauled instrument, a correctio of up to 5% of full scale may be made.
(b) After the first flight, or series o flights, an additional correction of up to 5% of full scale may be made.
Nore: Allow the instrument approximately 16 minute to stabilize at the prevailing atmospheric pressure be fore making this adjustment.
(2) If an adjustment of more than 5% o any adjustment other than (1) (a) and (b) o:
this paragraph is needed, the instrumen should be tested for scale error. Air carriers vertical speed indicators are tested in accord ance with their approved maintenance proce dure and all other indicators in accordanc with manufacturer's procedures, using tes equipment whose description and maintenance are at least equivalent to that contained in Advisory Circular AC 48-208A.
868. REPLACEMENT OF COMPONENTS. Replac damaged or defective instruments with identi cal serviceable components or component equivalent to the original in electrical ano mechanical characteristics, operating toler ances, and the ability to function in the physical environmental conditions encountered in the operation of the aircraft. Be sure al shipping plugs and gyro caging devices that may have been installed for shipping purposes are removed before installing an instrument Check new installations carefully prior to applying electrical power or connecting test equipment to avoid damaging sensitive mechanisms. Test the new instrument after installation for proper functioning (where applicable).
869,-879. RESERVED.
Chop 16
C 43.13-1A Fage 305 172 Section 2. INSPECTION AND CHECKS
80. GENERAL, Proper operation of aircraft astruments is important to safe flight. Inpection is an important part of instrument maintenance. Inspection of instruments and nstrument systems should include at least the ollowing items (where applicable) :
a. Inspect external pitot-static equipment for ›oor condition, cleanliness and deformation.
b. Inspect instruments for poor condition, nounting, marking, broken or loose knobs, bent r missing pointers, and (where applicable) mproper operation.
c. Check power-off indications of instrument ›ointers, tape scales, and warning flags for proper indications.
d. Apply power and check for excessive mehanical noise, erratic or intermittent operajon, failure to indicate, sluggishness or indicaion of excessive friction.
e. Check that erection or warmup time is not excessive, caging functions are normal, and warning flags and indicating lights and test circuits are operable.
f. Note the operation of instruments during engine runup (where applicable). Check for intermittent or improper operation of any instrument.
g. Inspect all systems for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment.
B81. PERIODIC INSPECTION. Periodic inspections should be performed in accordance with applicable parts of the Federal Aviation Regula-
882. ADDITIONAL INSPECTIONS. Periodic inspections may be supplemented by additional inspections based on the intended function of the aircraft and frequency of use. These additional inspections may be performed at any time to help maintain an airworthy aircraft.
A suggested list of additional items is:
a. Check tubing connections and airframe mounts for security and condition.
b. Check pneumatic tubing for leaks, corrosion, erosion, cracks, bends and pinching, and evidence of chafing.
ange of lumination urned out bules, to defective controls.
d. Check electrical connections, fuses, fuse clips and circuit breakers for proper size, security and condition.
e. Check wiring for excessive bends, chafing, excessive tension, improper support or broken lacing and ties.
f. Check for evidence of overheating or contamination of equipment by foreign matter or water. Dust, dirt, and lint contribute to overheating of equipment, poor ventilation, and malfunctioning. Special attention should be given that ventilation openings in equipment housings are open and free from obstructing lint and dust.
883.-893, RESERVED.
Chap 16 Par 880
Page 306 AC 43.13-11 1971 Section 3. INSTRUMENT POWER SOURCES
894. ELECTRICAL COMPATIBILITY. When replacing an instrument with one which provides additional functions or when adding new instruments, check the following electrical parameters (where applicable) for compatibility:
a. Voltage (AC/DC).
b. Voltage polarity (DC).
c. Voltage phase(8) (AC).
d. Frequency (AC).
e. Grounding (AC/DC).
4. System impedance matching.
g. Compatibility with system to which connected.
895. VACUUM SYSTEMS. The differential pressure to operate vacuum instruments is supplied by an engine driven vacuum pump or on a turbine engine by a pressure bleed operated venturi tube. Variation in pressure may be achieved by a pressure regulator valve according to the design requirements of the instruments; e.g., 41/2 inches mercury differential pressure for horizon gyro and 2 inches mercury differential pressure for a turn-and-bank indicator.
a. Filters. Inspect the air filters in the vacuum system and clean or change them at any time that the vacuum system differential pressure reaches established limits. Clean or change all system filters at the same time and make any necessary pressure adjustment.
b. Tubing. A noncollapsible, flexible tubing should be used in vacuum systems when vibration isolation is required or desired.
896.-906. RESERVED.
Par 894 Chap 16
AC 43.13-1А Page 307 1972 Section 4. PITOT-STATIC SYSTEMS
907. SYSTEM COMPONENTS. Conventional design of the pitot-static system consists of pitotstatic tubes or pitot tubes with static pressure ports or vents and their related heaters, if any, and includes lines, tubing, water drains and traps, and selector valves. Pressure actuated indicators such as the altimeter, airspeed, and rate-of-climb indicators, and control units such as air data transducers, and automatic pilots may be connected to the sysing them near the instrument and blowing clean, dry air through them. No instruments should be connected to the system during this process.
911, HEATER ELEMENTS. Some pitot-static tubes have replaceable heater elements, while others do not have replaceable elements. Check replacement of the heater element or the entire tube for proper operation by noting either ammeter current or that the tube or port gets
908. PITOT-STATIC TUBES AND LINES. The pitot tube is installed with the axis parallel to the longitudinal axis of the aircraft unless otherwise specified by the manufacturer. When lines are attached or removed from a bulkhead feedthrough fitting or at a union, precautions must be taken to assure that the line attached to the opposite end is not loosened, twisted, or damaged by rotation of the fitting. Such fittings normally are provided with a hex flange for holding.
909. PRESSURE PORTS OR VENTS, Static pressure ports or vents should be mounted flush with the fuselage skin. Inspect for elevation or depression of the port or vent fitting. Such elevation or depression may cause airflow disturbances at high speeds and result in erroneous airspeed indications.
910. CLEANING OF SYSTEM. Inspect air passages in the systems for water, paint, dirt, or other foreign matter. Probe the drains in the pitot tube to remove dirt or other obstructions. Tubing diameter should be checked when a problem is experienced with drainage of the pitot-static system or freezing at altitude. If this diameter is less than 3/8 inch, it should be replaced with larger tubing. Water may not drain freely from smaller diameter lines. Water or obstructions may be removed from the lines by disconnect- Chap 16
912. SYSTEM LEAK TESTING. Pitot-static leak tests should be made with all instruments connected to assure that no leaks occur at instrument connections. Such tests should be made whenever a connection has been loosened or an instrument replaced.
913. STATIC SYSTEM TEST. Advisory Circular AC 48-208A describes an acceptable means of complying with static system tests required by FAR Part 91, section 91.170, for airplanes operated in controlled airspace under IFR. (This circular also provides information concerning the test equipment used, and precautions to be taken when performing such tests.) Aircraft not operated in controlled airspace under IFR should be tested in accordance with the aircraft manufacturer's instructions.
If the manufacturer has not issued instructions for testing static systems, the following may be used:
a. Connect the test equipment directly to the static ports, if practicable. Otherwise, connect to a static system drain or tee connection and seal off the static ports. If the test equipment is connected to the static system at any point other than the static port, it should be made at a point where the connection may be readily inspected for system integrity. Observe testing precautions given in paragraph 915.
Par 907
b. Apply a vacuum equivalent to 1,000 feet altitude, (differential pressure of approximately
1.07 inches of mercury or 14.5 inches of water) and hold.
c. After one minute, check to see that the leakage has not exceeded the equivalent of 100 feet of altitude (decrease in differential pressure of approximately 0.105 inches of mercury or 1.48 inches of water).
914. PITOT SYSTEM TEST. Pitot systems should be tested in accordance with the aircraft manufacturer's instructions. If the manufacturer has not issued instructions for testing pitot systems, the following may be used:
a. Test the pifot system by sealing the drain holes and connecting the pitot pressure openings to a tee to which a source of pressure and a manometer or reliable airspeed indicator is connected.
b. Apply pressure to cause the airspeed indicator to indicate 150 knots (differential pressure 1.1 inches of mercury or 14.9 inches of water), hold at this point and clamp off source of pressure. After 1 minute, the leakage should not exceed 10 knots (decrease in differential pressure of approximately 0.15 inches of mercury or 2.04 inches of water). Warning: Do not apply suction to pitot lines.
Par 913 AC 43.13-11 197
915. PRECAUTIONS IN TESTING. Observe the fol lowing precautions in all pitot-static systen leak testing:
a. Perform all other work and inspections be fore leak testing.
b. Use a system diagram. It will prevent ap plying reverse pressure to any instrument, an help determine the location of a leak whil observing instrument indications.
c. Be certain that no leaks exist in the test equip.
ment.
d. Run full range tests only if you are thor.
oughly famlliar with the aircraft instrument system and the test equipment.
e. Pressure in the pitot system must always be equal to or greater than that in the stati‹ system. A negative differential pressure across an airspeed indicator can damage it.
f. The rate of change or the pressure applied should not exceed the design limits of any pitot or static instruments connected to the systems.
g. After the conclusion of the leak test, be certain that the system is returned to its norma.
fiying configuration, such as removing tape from static ports and pitot tube drain holes and replacing the drain plugs, etc.
916.-926. RESERVED.
Chap 16
AC 43.13-1A Page 309 1972 Section 5. MECHANICAL ADJUSTMENT OF MAGNETIC DIRECTION INDICATORS
927. CORRECTION FOR ERRORS. When a magnetic direction indicator does not provide satisfactory directional indications, it can be adjusted by the "ground swinging" technique to compensate for errors.
928. GROUND SWINGING. The ground swinging technique is as follows:
a. Move aircraft to a location free from influence of steel structures, underground pipes and cables, reinforced concrete, or other aircraft.
b. Place the aircraft in level flying position.
c. Check indicator for fluid level and cleanliness. If fluid is required, the compass is defective.
d. Remove compensating magnets from chambers or reset the fixed compensating magnets to neutral positions, whichever is applicable, before swinging.
•. Check the pivot friction of the indicator by deflecting the card with a small magnet. The card should rotate freely in a horizontal plane.
f. Align the aircraft with the North magnetic heading and compensate with compensating magnets. Repeat for the East magnetic heading.
Then place on South and West magnetic headings and remove half of the indicated error by adjusting the compensators. Engine(s) should be running.
g. Turn the aircraft on successive 80° headings through 860°. Prepare a placard to show the correction to be applied at each of these headings. When significant errors are intro-' duced by operation of electrical/electronic equipment or systems, the placard should also be marked at each 80° heading showing the correction to be applied when such equipment or systems are turned on or energized.
929. REMOTE GYRO COMPASS SYSTEMS, Adjustment and compensation of remote indicating gyro compasses, polar path compasses, and other systems of this type may also be accomplished using the "ground swinging" technique. Reference should be made to the manufacturer's manual for special tools, instructions, and procedures.
930.-940. RESERVED.
Chap 16 Par 927
Page 310 AC 43.13-1A 1972 Section 6. PRESERVATION AND PACKAGING
941. PRESERVATION. Preserve all instruments, serviceable or unserviceable, in accordance with the manufacturer's recommendations or other acceptable standards. Protect the unit against humidity, extreme temperatures, dust, rough handling or other damage until it is repaired or installed in an aircraft. The method used should be pickling, wrapping, sealing in plastic covering, rigid boxes with plastic or foam padding, or other methods appropriate to the instrument or subassembly.
942. STORAGE, Instruments should be stored in a location and a manner which provides maximum protection from physical damage. Serviceable instruments should remain packaged until installed in an aircraft. If a drying agent is used, the package should be dated so that the drying agent may be inspected for condition. Inspect units that remain in storage for extended periods of time for general condition and integrity of packaging and preserving materials.
943. SHIPPING. Protect the instrument from damage during shipment by sealing it in a moisture proof covering and protecting it with a drying agent. Use plastic foam, rubberized hair, or foam rubber molded to the configuration of the instrument case to support it inside a rigid shipping container. Large units may be shock-mounted on fitted pallets or racks and protected with covers.
944.-954. RESERVED.
Par 941 Chap 16
AC 43.13-1A Page 311 1972 Appendix 1 CROSS REFERENCE TABLE OF PARAGRAPH NUMBER CHANGES FROM AC 43.13-1 Former Paragraph Revised Paragraph Former Paragraph Revised Paragraph 61 96 62 97 68 98 64 99 65 100 66 101 67 102 68 108 Reserved 104-114 69 115 70 Reserved 116-126 71 127 72 128 78 129 74 180 75 181 76 182 188 78 184 79 185 186 Reserved 187-147 148 149 150 Reserved 26-86 151 152 86 158 Reserved 154-164 87 165 166 42 187 Reserved 48-58 168 91 169 Reserved 170-180 92 181 Reserved 57-67 98-99 Reserved 182-192 100 188 101 194 102 186 108 196 104 197 105 188 106 199 107 200 Reserved 201-211 108 212 109 218 79 110 214 111 215 112-118 Reserved 216-226 120 227 88 121 228 Reserved 84-94 122 229 60 95 128 230