Rev. 1977
• 89. THREAD COMPOUND. Use antiseize or thread-sealing compound conforming to Specification MIL-T-5542-B, or equivalent.
a. Do not use compound on aluminum alloy flared tube fittings having straight threads.
Proper flaring and tightening should be sufficient to make a flared tube connection leakproof.
b. Treat all male-tapered pipe threads with antiseize and sealing compound (MIL-T-5542-B, or tetrafluroethylene tape MIL-T-27730), or equivalent.
c. Apply the compound in accordance with the manufacturer's recommendation. Make sure that the compounds are carefully and sparingly applied only to male threads, coating the first three threads from the end of the fitting. Do not use compound on the coupling sleeves or on the outside of the tube flares.
90. FUNCTIONAL TEST.
Before inspection plates, cover plates, or upholstering are replaced, make a system check including at least the following:
a. Open cylinder valve slowly and observe the pressure gauge.
b. Open supply valve and remove one of the mask tubes and bayonet fittings from one of the masks in the kit. Plug the bayonet into each of the oxygen outlets. A small flow should be noted from each of the outlets. This can be detected by holding the tube to the lips while the bayonet is plugged into an outlet.
c. Check the complete system for leaks. This can be done with a soap solution made only from a mild (castile) soap or by leak-detector solution supplied by the oxygen equipment manufacturer.
d. If leaks are found, close the cylinder shutoff valve and reduce the pressure in the system by plugging a mask tube into one of the outlets or by carefully loosening one of the connections in the system. When the pressure has been reduced to zero, make the necessary repairs. Repeat the procedure in 90c until no leaks are found in the Caution: Never tighten oxygen system fittings with oxygen pressure applied.
Chap 6 AC 43.13-2A
e. Test each outlet for leaks at the point where the mask tube plugs in. This can be done by drawing a soap bubble over each of the outlets.
Use the solution sparingly to prevent clogging the outlet by soap. Remove all residue to prevent accumulation of dirt.
f. Examine the system to determine that the flow of oxygen through each outlet is at least equal to the minimum required by the pertinent requirements at all altitudes at which the aircraft is to be operated. This can be accomplished by one of the following methods:
(1) In a continuous flow system when the calibration (inlet pressure vs. flow) of the orifices used at the plug-in outlets is known, the pressure in the low-pressure distribution line can be measured at the point which is subject to the greatest pressure drop. Do this with oxygen flowing from all outlets. The pressure thus measured should indicate a flow equal to or greater than the minimum flow required.
(2) In lieu of the above procedure, the flow of oxygen, through the outlet which is subject to the greatest pressure drop, may be measured with all other outlets open. Gas meters, rotometers, or other suitable means may be used to measure flows.
(3) The measurement of oxygen flow in a continuous flow system which uses a manually adjusted regulator can be accomplished at sea level. However, in a continuous flow system which uses an automatic-type regulator, it may be necessary to check the flow at maximum altitude which will be encountered during the normal operation of the aircraft. The manufacturer of the particular continuous-flow regulator used should be able to furnish data on the operating characteristics of the regulator from which it can be determined whether a flight check is necessary.
(4) The checking of the amount of flow through the various outlets in a diluter-demand or straight-demand system is not necessary since the flow characteristics of the particular regulator being used may be obtained from the manufacturer of the regulator. However, in such systems the availability of oxygen to each regulator should be checked by turning the lever of the diluter-demand regulator to the "100 percent oxygen position and inhaling through the tube via the mask to determine whether the regulator valve and the flow indicator are operating.
AC 43.13-2A
g. Provide one of the following acceptable means or equivalent to indicate oxygen flow to each user by :
(1) Listening for audible indication of oxygen flow.
(2) Watching for inflation of the rebreather or reservoir bag.
Rev. 1977
(3) Installation of a flow indicator.
91. OPERATING INSTRUCTIONS. Provide instructions appropriate to the type of system and masks installed for the pilot on placards. Include in these instructions a graph or a table which will show the duration of the oxygen supply for the various cylinder pressures and pressure altitudes.
ACTUAL DURATION IN HOURS AT VARIOUS ALTITUDES Number of Persons 8000 Ft. 10,000 Ft. 12,000 Ft. 15,000 Ft. 20,000 Ft.
Pilot only 7.6 hr. 7.1 hr. 6.7 hr. 6.35 hr. 5.83 hr.
Pilot and 1 Passenger 5.07 hr. 4.74 hr. 4.47 hr. 4.24 hr. 3.88 hr.
Pilot and 2 Passengers 3.8 hr. 3.55 hr. 3.36 hr. 3.18 hr. 2.92 hr.
Pilot and 3 Passengers 3.04 hr. 2.84 hr. 2.68 hr. 2.54 hr. 2.34 hr.
Pilot and 4 Passengers 2.53 hr. 2.37 hr. 2.24 hr. 2.12 hr. 1.94 hr.
NOTE: The above duration time is based on a fully charged 48 cubic-foot cylinder. For duration using 63 cubic-foot cylinder, multiply any duration by 1.3.
FIGURE 6.1-Typical oxygen duration table.
Regulator .032 aluminum Hinge Typical example of shroud Cylinder bracke
• Large area washer AN bolt and self-locking nut fit contour of cylinder base. Cylinder support block - Cut to Oxygen cylinder bracket Secure with countersunk machine screw or wood screw. NOTE: Enclose cylinder and valve with shroud to prevent damage from baggage.
Reinforce floor, if necessary, to withstand the added lood.
Use aluminum or plywood of suficient thickness. FIGURE 6.3.---Typical baggage compartment mounting.
FIGURE 6.2.-Typical floor mounting.
46 Chap 6
Rev. 1977 AC 43.13-2A Alternate Location Cabin Wall Outlet Gage Regulator Cylinder Outside Filler Valve FroURE 6.4.-Typical oxygen installation in light twin aircraft.
92.-95. [RESERVED] Chap o 47 251-957 0 - 77 - 3
Rev. 1977 AC 43.13-2A Chapter 7. ROTORCRAFT EXTERNAL-LOAD DEVICE INSTALLATIONS Section 1. CARGO SLINGS
96. GENERAL. This section contains structural and design information for the fabrication and installation of a cargo sling used as an externalload attaching means for a Class B rotorcraftload combination operation under FAR Part 133.
As an external-load attaching means, a cargo sling" includes a quick-release device and the associated cables, fittings, etc., used for the attachment of the cargo sling to the rotorcraft.
97. QUICK-RELEASE DEVICE. Section 133.43 (d) of the FARs specifies the requirements for the quick-release device. In addition to commercially manufactured helicopter cargo hooks, some surplus military bomb releases meet the requirements of that section.
98. LOCATION OF CARGO RELEASE IN RELATION TO THE ROTORCRAFT'S C.G. LIMITS.
a. An ideal location of the cargo release would be one that allows the line of action to pass through the rotorcraft's center of gravity at all times. (See fig. 7.1, illus. A.) However, with « Lines of + Line of action action Effective pivot point Moment
• Arms Arm action Effective pivot Effective pivot pointe F F FIGURE 7.1.-Location of cargo release in relation to the rotorcraft's center of gravity.
Chap 7
AC 43.13-2A Rev. 1977 most cargo sling installations, this ideal situation is realized only when the line of action is vertical or near vertical and through the rotorcraft's c.g.
(See fig. 7.1, illus. B.)
b. Whenever the line of action does not pass through the rotorcraft's c.g. due to the attachment method used, acceleration forces, or aerodynamic forces, the rotorcraft-load combined center of gravity will shift from the rotorcraft's c.g. position. Depending upon the factors involved, the shift may occur along either or both the longitudinal or lateral axes. The amount of shift is dependent upon the force applied (F) and the length of the arm of the line of action. Their product (F x Arm) yields a moment which can be used to determine the rotorcraft-load combined center of gravity. (See fig. 7. 1, illus. C.) If the rotorcraft-load center of gravity is allowed to shift beyond the rotorcraft's approved center of gravity limits, the rotorcraft may become violently uncontrollable.
c. Thus, any attachment method or location which will decrease the length of the arm will reduce the distance that the combined center of gravity will shift for a given load (F) and line of action angle. (See fig. 7.1, illus. D.)
99. MAXIMUM EXTERNAL LOAD. The maximum external load (including the weight of the cargo sling) for which authorization is requested may not exceed the rated capacity of the quick-release should not be attached in such a manner as to provide sling-leg angles of less than 30 degrees.
102. MINIMUM SLING-LEG CABLE STRENGHT. An analysis which considered the effects of 30-degree sling angles showed that the minimum cable strength design factor required would be 2.5 times the maximum external load for each leg regardless of the number of legs. Although this is the minimum strength required by Part 133, it may be desirable to double this value to allow for deterioration of the sling-leg cables in service.
This will result in a cable strength equal to 5 times the maximum external load.
Example: Maximum external load 850 pounds Minimum required sling-leg cable strength 850 × 2.5=2125 Minimum desired sling-leg strength 850 × 2.5 x 2=4250 A 3/16-inch, nonflexible 19-wire cable (MIL-W- 6940) provides a satisfactory cable strength. See figure 4.1, chapter 4, of AC 43.13-14 for a table of breaking strength of steel cable.
venience, the cable sizes desired for various loads have been calculated and are tabulated in figure
7.2 based on a factor of 5:
Aircraft Cable Size For Each Cargo Sling Leg Махітит MIL-C-5699 External Load and (pounds) MIL-W-6940 MIL-W-1511 MIL-C-5424 1/16 3/32 3/32
100. STATIC TEST. The cargo sling installation 200 3/32 1/8 1/8 must be able to withstand the static load required by FAR 133.43(a). Conduct the test as outlined 300 400 1/8 7/64 1/8 1/8 1/8 5/32 in Chapter 1 of this advisory circular. If re- 500 600 5/32 5/32 5/32 3/16 3/16 3/16 quired during the test, supports may be placed 700 3/16 3/16 3/16 at the landing gear to airframe attach fittings to 800 3/16 3/16 7/32 prevent detrimental deformation of the landing gear due to the weight of the aircraft. 1,000 1,200 900 3/16 7/32 7/32 7/32 7/32 1/4 7/32 7/32 1/4 1,400 1/4 1/4 9/32
101. SLING-LEG ANGLES OF CABLE-SUPPORTED 1,600 1/4 9/32 5/16 SUINGS. The optimum sling-leg angle (measured 1,800 &/16 5/16 5/16 from the horizontal) is 45 to 60 degrees. Mini- 2,000 5/16 11/32 3/8 mum tension in a sling leg occurs with a sling-leg angle of 90 degrees, and the tension approaches FIGURE 7.2.-Cable Load Table.
infinity as the angle approaches zero. 103. SLING INSTALLATION. Attach the cargo sling larger sling-leg angles are desirable from a stand- to landing gear members or other structure cappoint of cable strength requirements. Slings able of supporting the loads to be carried. Install 50 Chap 7
Rev. 1977 the quick-release device in a level attitude with the throat opening facing the direction as indicated on the quick-release device. When cables are used to support the quick-release device, make sure the cables are not twisted or allowed to twist in the direction to unlay the cable.
Some cargo release devices are provided with a fitting to permit installation of a guideline to assist in fully automatic engagement of the load target ring or load bridle. Secure the guideline to the quick-release device with a shear pin of a definite known value which will shear if a load becomes entangled on or over the guideline. Provision should also be made for cable-supported slings to be drawn up against the fuselage into a stowage position to prevent striking or dragging the release on the ground when not in use.
AC 43.13-2A
104. INSTALLATION OF RELEASE CONTROLS. See figure 7.3 for typical wiring diagram of the electrical controls.
a. Install a cargo release master switch, readily accessible to the pilot, to provide a means of deactivating the release circuit. The power for the electrical release circuit should originate at the primary bus. The "auto" position of the release master switch on some cargo release units provides for automatic release when the load contacts the ground and the load on the release is reduced to a preset value.
b. Install the cargo release switch on one of the pilot's primary controls. It is usually installed on the cyclic stick to allow the pilot to release the load with minimum distraction after maneuvering the load into the release position.
RELEASE SWITCH (ON CYCLIC CONTROL)
RELEASE MASTER SWITCH Automatic OFT OPEN
RELEASE
INDICATOR LIGHT
CIRCUTT
BREAKER
QUICK RELEASE DEVICE
PRIMARY BUS
AUTO-RELEASE
RELEASE MICROSWITCH SOLENOID (Closes when load 18 reduced to preset value - usually 80-120 1b.)
SAFETY
MICROSWITCH (Release closed) FIGURE 7.3.-Typical cargo sling wiring diagram.
Chap 7 51
AC 43.13-2A
c. Install the emergency manual release control in a suitable position that is readily accessible to the pilot or other crewmember. Allow sufficient slack in the control cable to permit complete cargo movement without tripping the cargo release.
d. The manual ground release handle, a feature of some cargo release units, permits opening of the cargo release by ground personnel.
e. Label or placard all release controls as to function and operation.
105. FUNCTIONAL TEST. Test the release action of each release control of the quick-release device with various loads up to and including the maximum external load. This may be done in a test fixture or while installed on the rotorcraft, if the necessary load can be applied.
If the quick-release device incorporates an automatic release, the unit should not release the load when the master switch is placed in the iautomatic" position until the load on the device is reduced to the preset value, usually 80 to 120 pounds.
FIGURE 7.4.--Typical cargo sling installation No. 1.
Rev. 1977
106. SUPPLEMENTAL FLIGHT INFORMATION. The aircraft may not be used in Part 133 externalload operations until a Rotorcraft-Load Combination Flight Manual is prepared in accordance with section 133.47 of that Part.
FIGURE 7.5.- -Typical cargo sling installation No. 1 (showing fuselage attachment fitting).
FIGURE 7.6-Typical cargo sling installation No. 1 (showing fore and aft limiting stops).
FIGURE 7.7.-Typical cargo sling installation No. 2 (cargo hook attached directly to underside of fuselage).
Chap 7
Rev. 1977 AC 43.13-2A FIGURE 7.8.-Typical cargo sling installation No. 3 (4-leg, cable suspended).
20.
FIGURE 7.9.-Typical cargo sling installation No. 3 (showing cable sling leg attachment to landing gear crosstube fitting).
FIGURE 7.10.- Typical cargo sling Installation No. 8 (showing cargo sling in stowed position).
107.-110. [RESERVED] Chap 7
AC 43.13-2A Rev. 1977 Section 2. CARGO RACKS
111. GENERAL. This section contains structural and design information for the fabrication and installation of a cargo rack used as an externalload attaching means for a Class A rotorcraftload combination operation under FAR Part 133.
112. FABRICATION OF CARGO RACKS. The type of construction and method of attachment depend upon the material to be used and the configuration of the rotorcraft involved. Illustrations of typical construction and installation methods are shown in figures 7.11-7.15.
113. STATIC TEST. The cargo rack installation must be able to withstand the static test load required by FAR 133.43(a). Conduct the test as outlined in chapter 1 of this handbook.
114. SUPPLEMENTAL FLIGHT INFORMATION. The aircraft may not be used in Part 133 externalload operations until a rotorcraft-load combination flight manual is prepared in accordance with section 133.47 of that Part.
FIGURE 7.12.-Typical cargo rack installation No. 1 (showing attachment detail).
FIoURE 7.11.-Typical cargo rack installation No. 1.
54 Chap 7
Rev. 1977 AC 43.13-2A FIGURE 7.13.-Typical cargo rack installation No. 2. FIGURE 7.15.-Typical cargo rack installation No. 3.
FIGURE_7.14.-Typical cargo rack installation No. 2 (showing rack partially installed).
115.-120. [RESERVED] Chap 7
6/1/79 AC 43.13-2A, CHG. 1 Chapter 8. GLIDER AND BANNER TOW-HITCH INSTALLATIONS Section 1. TOWPLANE CONSIDERATIONS [Deleted] Change 1 Chap 8 57
AC 43.13-2A, CHG 1 6/1/79 Section 2. TOW-HITCH INSTALLATIONS
126. STRUCTURAL REQUIREMENTS. The struc- * a. Glider tow hitches. Protection for the tural integrity of a tow-hitch installation on an towplane is provided by requiring use of a towline aircraft is dependent upon its intended usage. assembly which will break prior to structural Hitches which meet the glider tow criteria of this damage occurring to the towplane. The normal chapter are acceptable for banner tow usage. tow load of a glider rarely exceeds 80 percent of However, because the direction and magnitude of the weight of the glider. Therefore, the towline maximum dynamic banner towline loads occur assembly design load for a 1,000-pound glider within a more limited rearward cone of displace- could be estimated at 800 pounds. By multiplying ment than do glider towline loads, hitches which the estimated design load by 1.5 (to provide a safety meet the banner tow criteria of this chapter may margin), we arrive at a limit load value of 1,200 not be satisfactory for glider towing. Due to the pounds. The 1,200-pound limit load value is used in basic aerodynamic difference between the two static testing or analysis procedures per paragraph objects being towed, glider and banner tow-hitch 127 of this handbook to prove the strength of installations are treated separately with regard to the tow hook installation. When the hook and loading angles. structure have been proven to withstand* 20° Cone of Displacement FIGURE 8.1.-Glider tow angle.
SAFETY PAYS 10° Cone of Displacement * FIGURE 8.2. - Banner tow angle.
Chap 8