- Windshields, Enclosures, and Windows.
(Minor Repairs, Temporary Repairs, Permanent
Repairs, Figure 3-24)
• Applicability: The repairs discussed apply only to plastic windshields, enclosures, and
windows in nonpressurized aircraft. Pressurized aircraft require manufacturer-
recommended procedures.
• Replacement vs. Repair: Acrylic windows are usually replaced rather than repaired due
to high labor costs and the availability of replacement parts—except for minor, non-
vision area damage.
• Minor Repairs: Small cracks can be stop-drilled with a #30 drill and secured with brass
safety wire, then sealed with clear silicone to prevent crack propagation and water
intrusion.
• Temporary Repairs: Temporary fixes involve stop-drilling and securing the crack using
screws, washers, and nuts to hold it together until proper repair or replacement is done.
• Permanent Repairs: Cracks affecting only appearance can be filled with polymerizable
cement using a syringe. A 1/8-inch acrylic rod is inserted in the drilled hole for structural
support and trimmed flush.
• Polishing Scratches: Light sanding (only where vision is not impaired) can be done
with increasing grits (starting at 320 or 400 up to finer grades), followed by rubbing
compound buffing for clarity.
• Cleaning: Wash acrylic surfaces with mild soap and water using bare hands. Dry with a
soft cloth and polish with approved windshield cleaners only.
• Waxing: Applying a thin coat of wax helps fill micro-scratches and promotes water
beading, improving visibility during rain.
• Sun Protection: Acrylic windshields can overheat in sunlight, leading to damage.
Preferably store aircraft in hangars or use reflective covers carefully to avoid moisture
or abrasion-induced damage.
• Installation Guidelines: New windshields must have 1/8 to 1/4 inch clearance for
expansion, and drilled holes should be 1/8 inch oversized. Protective film should remain
during installation and screws should be tightened then backed off to allow movement.
- Corrosion Preventive Maintenance (Guidelines: All Aircraft)
• Comprehensive Plan: Corrosion prevention must begin with a well-planned, ongoing
program involving training, inspection, and proper materials from the start of aircraft
operation.
• Personnel Training: Maintenance staff must be trained in recognizing corrosion-prone
conditions, identifying and treating corrosion, and proper lubrication and
preservation techniques.
• Routine Inspections & Maintenance: Aircraft should undergo scheduled
inspections, cleaning, lubrication, and corrosion treatment immediately after
detection.
• Recordkeeping: Maintain accurate maintenance records and report material/design
issues to the FAA and manufacturers for safety and traceability.
• Environmental Protection: Minimize corrosion by keeping aircraft in hangars,
clearing drain holes, and replacing old gaskets and sealants to prevent water
entrapment.
• Special Focus Areas: Conduct frequent checks on absorbent materials like foamed
plastics and daily draining of fuel cavities to eliminate water and contaminants.
• Daily Preventive Actions: Wipe down exposed hydraulic cylinder surfaces daily to
prevent corrosion on critical parts.
• Saltwater Operations: Wash aircraft thoroughly with freshwater after saltwater
exposure, and apply corrosion-preventive compounds (MIL-C-16173, Grades 1 and 4)
to key components.
• Protective Coatings: Apply preventive coatings to unpainted, lubricated, and
corrosion-prone parts, avoiding rubber, ignition, and exhaust components to prevent
damage or fire hazards.
• Landing Gear & Wheels: Regularly inspect and refinish corroded or chipped
areas, especially on magnesium/aluminum parts, and protect wheels and brake
assemblies except on friction surfaces.
- Safetying (Figure 7-3)
1. Definition of Safetying: Safetying prevents loosening of critical components (e.g., nuts,
bolts, turnbuckles) due to vibration. It does not substitute for proper torque but ensures
security in flight operations.
2. Main Safetying Methods: Three primary methods include safety wire, cotter pins, and
self-locking nuts. Additional devices include retainer washers and pal (speed) nuts,
which must be replaced when removed.
3. Wire Use & Limitations:
o Soft brass/steel wire is standard.
o Copper/brass wires (.020-inch) are required on emergency equipment for easy
breakage.
o Do not use stainless steel or aluminum wire on emergency release systems due to
operational risks.
4. Safety Wire Techniques:
o Double-twist method is most common.
o Single-wire method is used for tight or geometrically grouped configurations.
o Wire should prevent loosening, be tight but not overstressed, and ends must be
bent inward to avoid injury.
5. Wire Sizes & Application:
o Use .032-inch wire for hole diameters > .045 inch.
o Use .020-inch wire (double strand) for .045–.062 inch holes.
o Use the largest wire size that fits the part being safetied.
6. Emergency Equipment: Ensure wire does not impede emergency operations. When
used as tamper seals (e.g., on fire extinguishers), the wire must shear easily.
7. Installation Rules:
o Check torque and alignment before wiring.
o Never over/undertorque to align holes—use washers or try another bolt.
o Avoid routing inside ducts if it obstructs airflow.
8. Safety Wire Tools:
o Use wire twisters correctly: grip, twist evenly, and leave 4–6 twists beyond the
loop.
o Avoid excessive twisting, nicks, or damage to maintain wire integrity.
9. Securing Specific Parts:
o Oil caps, drain cocks, and valves must be secured using adjacent screws or
fittings and wired to maintain their position.
o When safetying castellated nuts, tighten to the low end of torque range, then
continue tightening to align slots—never loosen to align.
10. Cotter Pin Use:
• Used on bolts, screws, shafts, and control linkages.
• Select the largest size that fits and never reuse cotter pins.
• Ends should be tucked or rolled to prevent injury or contact with moving parts.
- Emergency Equipment
• Life rafts degrade over time—especially after 5 years—due to aging, vibration-
induced chafing, and porosity of the rubberized material.
• Inflation tests must be performed by inflating the raft to 2 psi, checking for pressure
drop over 24 hours, and inspecting for leaks with soapy water.
• Avoid stepping on or mishandling the raft (e.g., dropping, dragging, or contacting
with oils, acids, or sharp objects) during maintenance or inspection.
• Inspections must be done in smooth, clean, non-abrasive environments to prevent
additional damage during handling.
• If air pressure drops below 1 psi after 24 hours, the raft must be carefully examined
and deemed unairworthy if leaks or deterioration are found.
• CO₂ cylinders and inflation systems must be inspected for damage, proper cable
rigging, and correct charge status (green dot visible on the sheave).
• Each life raft should have a properly attached raft knife using a 24-inch nylon
lanyard for emergency mooring line cuts.
• A complete survival kit must be included with each raft, containing essential items
like rations, water containers, first-aid kit, flares, compass, and emergency locator
beacon.
• Serviceable rafts should be marked with the inspection date, and soapstone should
be used when folding them for stowage.
• Quick-donning exposure suits must be provided for overwater operations where cold
water or extended exposure conditions exist, to increase passenger survival chances.
- Weighing Procedures (10-15. Procedures)
• Aircraft must be clean and empty of unnecessary items before weighing—remove
all dirt, grease, and moisture to ensure accuracy.
• Weigh aircraft indoors to avoid wind effects that can cause erroneous scale readings.
• Level the aircraft according to manufacturer’s instructions to determine the Empty
Weight Center of Gravity (EWCG) properly.
• Install all equipment included in the certificated empty weight (per AFM/W&B
report) during weighing to reflect the true aircraft configuration.
• Use calibrated and zeroed scales, following the manufacturer’s instructions. Use
proper support locations (wheels, floats, jack pads) and document these in the W&B
report.
• Fuel tanks must be drained to empty or residual fuel levels (unless otherwise
specified), and oil must match what's required in the TCDS or Aircraft Specifications.
• Avoid setting brakes during scale readings and record any tare weight (support
equipment weight) when aircraft is removed from scales.
• Log and compute all changes in weight and CG after repairs or alterations, and
update the aircraft records and W&B data accordingly.
• Conduct forward and aft CG checks to ensure loading conditions do not exceed
limits defined in the Type Certificate Data Sheet (TCDS) or Aircraft Specs.
• Maintain a current equipment list and loading schedule, including documentation
of any permanent ballast installations, to ensure safe and legal aircraft operation.