North American T-6 Structural Repair Manual

REPORT NO. NA.5614 J-N

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TRAINER

AIRPLANESSERIES

AT-6A, AT.6B, AT.6C

SNJ-3andSNJ-4NORTH AMERICAN AVIATION, IN

DALLAS iNGLEWOOO

TO THE HOLDER of THIS BOOK

If at anytime contact cannot be madewith the local N. A. A. representative,

write to the field service department,

NORTH AMERICAN AVIATION, INC.,

INGLEWOOD, CALIFORNIA,regarding the representatives location.

Restricted REPORT NO. NA-5614

Handbook of Instructions

for the

-Structural /v e^puirJfL "^of^ tne ^exun

TRAINER AIRPLANESSERIES: AT-6A, AT-6B, AT-6C, SNJ-3 AND SNJ-4

CONTRACTSAC-12969 CHANGE NO. 8

AC-15977

W535 AC-19192W535 AC-29319DA W535 AC-8

DA-W535 AC-2799

NORTH AMERICAN AVIATION. INCDALLAS INGLEWOOD KANSAS CITY

Aanuarii 18y 1^43

TITLE

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TABLE OF CONTENTS

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SECTION IGENERAL INSTRUCTIONS

1 AIRPLANE CONSTRUCTION 12 RIVET TYPES 13 GENERAL RIVETING EQUIPMENT 14 DR'LLING 15 STANDARD HOLES FOR RIVETS 56 DRILL SIZES 57 RIVET COUNTERSINKING DIMENSIONS .... 68 CUT COUNTERSINKING 69 DIMPLE COUNTERSINKING 6

10 PRERIVETING FASTENERS AND CLAMPS ... 611 BUCKING BARS 712 RIVET SETS 713 PNEUMATIC RIVET GUN . 814 HAMMERS 815 RIVET SQUEEZER 816 REMOVAL OF SOLID RIVETS 817 RIVET AND BOLT EDGE DISTANCES 918 RIVETING 919 FITTING OF BOLTS AND SCREWS 1120 TYPES OF BOLTS, SCREWS, AND NUTS ... 1221 STANDARD HOLES FOR BOLTS AND SCREWS . . 1222 ALUMINUM CASTINGS 1223 ALUMINUM SHEET MARKINGS 1224 ALUMINUM WROUGHT STOCK - GENERAL ... 1725 ALUMINUM SHEET, 2S0 1726 ALUMINUM SHEET, 2S-1/2H 1727 ALUMINUM SHEET, 3S0 1728 ALUMINUM SHEET, 3S-1/2H 1729 ALUMINUM SHEET AND TUBE, 52S0 1730 ALUMINUM SHEET, 52S-1/2H 1831 ANNEALING ALUMINUM, 2S, 3S, AND 52S . . 1832 ALUMINUM EXTRUSIONS, 24S0 1833 ALUMINUM EXTRUSIONS, 24ST 1834 ALUMINUM SHEET, 24S0 ALCLAD 1835 ALUMINUM SHEET, 24ST ALCLAD 1936 HEAT TREATING ALUMINUM, 24S0 1937 QUENCHING 1938 AGE HARDENING 2039 ANNEALING ALUMINUM, 24ST 2040 BENDING 24S ALCLAD 2041 EXTRUSION EQUIVALENT DIE NUMBERS ... 2242 SCRATCHES, DENTS, AND CRACKS 2243 SUPPORT OF STRUCTURE DURING REPAIR . . 2244 EXTENT OF DAMAGE 2245 CORROSION PROTECTION 2246 TOOLS - GENERAL 2247 METAL SHRINKER OR STRETCHER 2348 HAND ROLLER 2349 HAND BRAKE 2350 HAND METHODS OF BENDING 25

51 ARBOR PRESS 2552 FORMING BLOCKS 2553 TRIMMING MACHINE 2654 SPIRAL REAMER 2655 STANDARD POWER AND HAND TOOLS .... 2656 STANDARD METAL- WORK I NG HAND TOOLS . . 3057 ALUMINUM ALLOY MATERIAL SPECIFICA-

TION EQUIVALENTS 3258 STEEL ALLOY MATERIAL SPECIFICATION

EQUIVALENTS 3259 COPPER ALLOY MATERIAL SPECIFICATION

EQUIVALENTS 3360 WIRE AND CABLE MATERIAL SPECIFICATION

EQUIVALENTS 33

SECTION 2FUSELAGE

1 FUSELAGE GENERAL CONSTRUCTION .... 342 CONSTRUCTION OF ENGINE MOUNT AND

FRONT FUSELAGE TRUSS 343 WELDING STEEL PARTS" GENERAL .... 364 ELECTRIC ARC WELDING OF STEEL .... 365 OXYACETYLENE WELDING OF STEEL .... 376 CONDITION OF COMPLETED WELDS 387 GENERAL REPAIR OF STEEL TUBES .... 398 NEGLIGIBLE DAMAGE TO STEEL TUBES ... 409 ESTIMATING EXTENT OF DAMAGE TO STEEL

TUBES 4010 SMOOTH DENTS IN STEEL TUBES 4011 STEEL TUBE CIRCUMFERENCE BENT TO AN

OVAL SHAPE 4112 BOWED STEEL TUBES 4113 SMALL CRACKS AT STEEL TUBING CLUSTER

JOINTS 4314 SHARP DENTS AT A STEEL TUBE CLUSTER

JOINT 4315 SHARP DENTS OR CRACKS IN STEEL TUBE

LENGTH 4416 SPLICING STEEL TUBES - GENERAL .... 4417 SPLICING STEEL TUBE BY INNER SLEEVE

METHOD 4618 SPLICING STEEL TUBE BY OUTER SLEEVE

METHOD 4719 SPLICING STEEL TUBE USING LARGER

DIAMETER REPLACEMENT TUBE 4720 REPLACING STEEL TUBES 4921 TESTING WELDED STEEL JOINTS 5122 PROTECTI NG STEEL TUBE AGAINST CORROSION 5123 ALIGNMENT OF ENGINE MOUNT AND FRONT

FUSELAGE TRUSS 5124 EXHAUST MANIFOLD ASSEMBLY CONSTRUCTION 51

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25 EXHAUST MANIFOLD REPAIR 5226 EXHAUST MANIFOLD COLLAR REPLACEMENTS 5.227 EXHAUST MANIFOLD REASSEMBLY 5228 ENGINE FIREWALL CONSTRUCTION .... 5229 FIREWALL WEB REPAIR 5330 FIREWALL STIFFENER REPAIR 5431 COWLING ATTACHING FIREWALL ANGLE

REPAIR 5432 REPAIR MATERIALS FOR STEEL STRUCTURES 5433 REPAIR TOOLS FOR STEEL STRUCTURES . . 5534 ENGINE COWLING CONSTRUCTION 5535 ENGINE COWLING REPAIR 5736 CONSTRUCTION OF FRONT FUSELAGE SIDE

PANELS 5737 FORWARD FORMER OF FRONT FUSELAGE SIDE

PANELS 5738 REAR FOUR FORMERS OF FRONT FUSELAGE

SIDE PANELS 6039 ALUMINUM REAR FUSELAGE CONSTRUCTION . 6040 ALUMINUM REAR FUSELAGE FORMERS ... 6141 REPLACING ALUMINUM FORMERS 6142 ALUMINUM STRINGER TYPE C107LT-40 . . 6243 ALUMINUM STRINGER TYPE C180T .... 6344 ALUMINUM STRINGER TYPE C234LT .... 6345 ALUMINUM STRINGER TYPE C364LT .... 6346 ALUMINUM STRINGER TYPE C366T .... 6447 ALUMINUM REAR FUSELAGE BAGGAGE COM-

PARTMENT INTERCOSTAL ANGLE .... 6448 ALUMINUM REAR FUSELAGE UPPER LONGERONS 6449 ALUMINUM REAR FUSELAGE LOWER LONGERONS 6650 ALUMINUM SKIN AND BULKHEAD WEBS ... 6851 FAIRINGS AND FILLETS 6852 EXTRUDED ALUMINUM REPAIR MATERIAL . . 6853 ALCLAD SHEET REPAIR MATERIAL .... 7054 RIVETS REQUIRED FOR ALUMINUM REPAIRS 7055 MISCELLANEOUS ALUMINUM REPAIR MATERIAL 7156 REPAIR TOOLS FOR ALUMINUM STRUCTURES 7157 WOODEN REAR FUSELAGE CONSTRUCTION . . 7158 REPAIR WOOD MOISTURE CONTROL .... 7359 SUBSTITUTES FOR SPECIFIED WOODS ... 7460 CASEIN GLUE FOR WOOD REPAIRS .... 7561 MIXING CASEIN GLUE FOR WOOD REPAIRS . 7562 ASSEMBLING GLUED JOINTS OF WOOD ... 7563 APPLICATION OF WOOD-GLUING PRESSURE

WITH CLAMPS 7664 APPLICATION OF WOOD-GLUING PRESSURE

WITH NAI LING STRIPS 7665 WOODEN REAR FUSELAGE STRINGERS ... 7766 WOODEN REAR FUSELAGE BAGGAGE COMPART-

MENT INTERCOSTAL 7967 WOODEN REAR FUSELAGE UPPER LONGERONS 8068 WOODEN REAR FUSELAGE LOWER LONGERONS 8269 FLUSH PATCH FOR PLYWOOD SKIN HOLES

LESS THAN 2 INCHES WIDE 8470 EXTERNAL PATCH FOR PLYWOOD SKIN HOLES

LESS THAN 2 INCHES WIDE 84

71 REPLACING DAMAGED PLYWOOD SKIN SECTION72 BULKHEAD PLYWOOD WEBS73 WOODEN REAR FUSELAGE FORMERS ....74 GENERAL FINISH REQUIREMENTS FOR WOOD75 WOOD FINISH MATERIALS76 WOOD REPAIR MATERIALS77 WOOD REPAIR TOOLS

858686

90

SECTION 3FIXED SURFACES

1 WING CONSTRUCTION 912 HORIZONTAL STABILIZER CONSTRUCTION . 913 VERTICAL STABILIZER CONSTRUCTION . . 914 STRINGERS - GENERAL 975 STRINGER REPAIRS - GENERAL 976 STRINGER TYPE C107LT-20 997 STRINGER TYPE CI23LT 1008 STRINGER TYPE C148T 1019 DOUBLED C148T TYPE STRINGERS .... 102

10 STRINGER TYPE C180T 10411 STRINGER TYPE C204T 10412 DOUBLED C204T TYPE STRINGERS .... 10513 STRINGER TYPE C250T 10514 DOUBLED C250T TYPE STRINGERS .... 10615 COMBINATION C250T~C366T STRINGERS . . 10716 STRINGER TYPE C265T 10817 STRINGER TYPE C266T 10918 STRINGER TYPE C274T 10919 STRINGER TYPE C366T 11020 DOUBLED C366T TYPE STRINGERS .... Ill21 STRINGER TYPE C3731-T Ill22 STRINGER TYPE K77A 11223 DOUBLED STRINGER TYPES K77A 11224 WING TRAILING EDGE II325 SPAR REPAIRS - GENERAL II326 OUTER WING MAIN SPAR - ROOT TO 106

INCHES OUTBOARD 11427 OUTER WING MAIN SPAR - 106 TO 151

INCHES OUTBOARD OF ROOT 11428 OUTER WING MAIN SPAR - 151 INCHES

OUTBOARD TO TIP 11629 OUTER WING FLAP SPAR 11930 OUTER WING AILERON SPAR 11931 CENTERSECTION FLAP SPAR 11932 CENTERSECTION REAR SPAR 12233 CENTERSECTION FRONT SPAR UPPER CAP . 12434 CENTERSECTION FRONT SPAR LOWER CAP . 12635 PATCHING CENTERSECTION FRONT SPAR WEB 12836 SPLICING CENTERSECTION FRONT SPAR WEB 13O37 VERTICAL STABILIZER FRONT SPAR ... 13O38 VERTICAL STABILIZER REAR SPAR AREA

ABOVE ROOT RIB I3O39 VERTICAL STABILIZER REAR SPAR AREA

BELOW ROOT RIB 132

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40 REPAIR OF WOODEN HORIZONTAL STABILIZER 13241 HORIZONTAL STABILIZER FRONT SPAR ... I3242 HORIZONTAL STABILIZER REAR SPAR AREA

OUTBOARD OF CENTER HINGE FITTING . . I3543 HORIZONTAL STABILIZER REAR SPAR AREA

INBOARD OF CENTER HINGE FITTING- . 13644 SKIN - GENERAL I3645 SMALL HOLES IN SKIN LESS THAN 1/2-

fNCH DIAMETER I3746 SMALL HOLES IN SKIN 1/2- TO 1-INCH

DIAMETER I3747 ISOLATED SKIN CRACKS 13848 PREPARING LARGE HOLES IN SKIN FOR

PATCHING 13849 PATCHING LARGE HOLES IN SKIN I3950 LOCATING BLIND RIVET HOLES IN SKIN . . 14051 SPLICING SKIN PANELS 14152 PREPARING WING LEADING EDGE SKIN FOR

SPLICING 14353 SPLICING WING LEADING EDGE SKIN. ... 14554 REMOVING AND REPLACING THE OUTER WING

CLOSING STRIP SKIN 14755 REMOVING AND REPLACING SKIN PANELS . 14856 REMOVING DENTS IN THE HORIZONTAL STABI-

LIZER TIP SKIN 14957 FUEL TANK COMPARTMENT COVER FORMERS- - 14958 CENTERSECTION INTERMEDIATE RIBS- - - . 15059 WING TRAILING EDGE RIBS AND CENTER-

SECTION LEADING EDGE RIBS 15160 DAMAGED RIB BEADS 15261 DAMAGED RIB CUTOUTS 15262 BUCKLED RIB WEBS 15363 DAMAGED RIB FLANGES 15364 SPLICING TYPICAL RIBS 15465 REMOVING AND REPLACING DAMAGED RIBS- 15566 WING JOINT BOLTING ANGLES 15567 WING JOINT COVERS 15768 EXTRUDED ALUMINUM REPAIR MATERIAL- - - 15869 ALCLAD SHEET REPAIR MATERIAL 15870 RIVETS, BOLTS, SCREWS, AND NUTS RE-

QUIRED FOR REPAIR 15871 REPAIR TOOLS 159

SECTION 4MOVABLE SURFACES

1 GENERAL 1612 LANDING FLAP CONSTRUCTION 1613 RUDDER CONSTRUCTION 1614 ELEVATOR CONSTRUCTION 1635 AILERON CONSTRUCTION 1646 RUDDER, ELEVATOR, AND AILERON ORIGINAL

FABRIC COVERING 1647 CONTROL SURFACE TRIM AND BOOSTER TABS- 1668 FLAP REPAIR, GENERAL 166

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9 FLAP SKIN REPAIR 16610 FLAP CHANNEL SPAR 16711 FLAP LEADING EDGE 16812 FLAP TRAILING EDGE 16813 STRUCTURAL REPAIR OF RUDDER, ELEVA-

TORS, AND AILERONS, GENERAL 16914 ELEVATOR AND RUDDER RIB REMOVAL. ... 16915 ELEVATOR AND RUDDER RIB REPLACEMENT. - 17016 ELEVATOR AND RUDDER LEADING EDGE SKIN

REPAIR 17017 RUDDER, ELEVATOR, AND AILERON TRAILING

EDGE STRIP REPLACEMENT 17118 AILERON SPAR SPLICE 17119 AILERON TRAILING EDGE RIB REPLACEMENT- 17220 AILERON NOSE RIB REPLACEMENT 17321 AILERON LEADING EDGE SKIN REPAIR ... 17522 GENERAL FABRIC PATCHING 17523 TESTING FABRIC FLEXIBILITY 17524 SMALL FABRIC TEARS 17625 V-SHAPED FABRIC TEARS 17626 LARGE TEARS AND HOLES IN FABRIC- - - - 17727 FABRIC SECTION REPLACEMENT 17728 PARTIAL FABRIC RE-COVERING 17829 REMOVAL OF ENTIRE FABRIC COVERING- - - 17930 PREPARING NEW FABRIC ENVELOPE 18331 ATTACHING OF THE NEW FABRIC ENVELOPE

COVER 18332 HAND SEWING FABRIC ENVELOPE AFTER

ATTACHMENT 18U33 DOPING FABRIC - GENERAL 18534 FABRIC DOPING PROCEDURE 18635 CONTROL SURFACE STATIC BALANCE .... 18636 DETERMINING CONTROL SURFACE UNBALANCE- 18737 CORRECTING UNBALANCE WHEN ABOVE LIMIT- 18838 METAL AND FABRIC REPAIR TOOLS 18939 METAL STRUCTURE REPAIR MATERIALS - - - 19140 RUDDER COVERING MATERIALS 19141 ELEVATOR COVERING MATERIALS 19242 AILERON COVERING REQUIREMENTS 193

SECTION 5FUEL AND OIL SYSTEMS

1 GENERAL 19U2 STRUCTURAL DESCRIPTION 19U

3 GENERAL REPAIR 1944 cOCATiNG SMALL CRACKS 1955 SEALING SMALL CRACKS 1976 REMOVING DENTS 1987 SPLIT SEAM REPAIR 1988 LARGE CRACK AND HOLE REPAIR 1999 HYDRAULIC OIL TANK REPAIRS 199

10 TESTING 19911 REPAIR TOOLS AND MATERIALS 199

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OIL COOLERS

12 GENERAL 20 213 OIL COOLER CONSTRUCTION 20214 CLEANING OIL COOLERS 20215 TESTING OIL COOLER FOR LEAKS .... 20216 REMOVING SINGLE TUBES 20317 REPLACING TUBES 20318 REMOVING LARGE SECTIONS OF CORE ... 20319 LEAKS ON CORE SURFACE 20320 LEAKS AROUND SHELL SEAMS 2O321 DENTS IN SHELL 20322 HOLES IN SHELL 20323 TESTING OIL COOLERS 2O32U OIL COOLER REPAIR MATERIALS 20525 OIL COOLER REPAIR TOOLS 205

SECTION 6LANDING GEAR

1 GENERAL 2062 MAIN LANDING GEAR 2063 TAIL WHEEL 2064 REMOVAL OF WHEEL ASSEMBLY 2075 REMOVAL AND INSPECTION OF TIRE AND

TUBE 2076 WHEEL INSPECTION AND REPAIR 2087 NEW CASING REPAIR 2088 CASING REPAIRS 2089 TREADING 209

10 MARKINGS 20911 TUBE REPAIR 20912 TIRE AND TUBE BALANCE 20913 TUBE BALANCING 21014 TIRE BALANCING 21015 ASSEMBLING TIRE AND TUBE ON WHEEL . . 21116 MOUNTING TAIL WHEEL TIRE AND TUBE . . 21217 TOOLS 21518 MATERIALS 215

SECTION 7CONTROL CABLES

1 GENERAL 2162 NEGLIGIBLE DAMAGE 2163 CABLE REPLACEMENT 2164 CABLE FABRICATION 2165 MATERIAL SPECIFICATIONS 2166 CUTTING CABLES 2167 RUST PREVENTION 2168 SWAGED TERMINALS 2189 SWEAT-SOLDERED TERMINALS 220

10 WOVEN SPLICED TERMINALS 22011 WRAPPED-SOLDERED TERMINALS 221

12 TESTING 22213 COLOR BANDING 22214 TOOLS 222

SECTION 8ELECTRICAL SYSTEM

1 GENERAL 2232 WIRING 2233 WIRE NUMBERING 2234 WIRE REPLACEMENT 2235 WIRE TERMINALS 2246 ATTACHING CRIMPED TERMINALS 2247 CONDUIT 2258 BONDING 2259 ELECTRICAL REPAIR TOOLS AND MATERIALS 227

SECTION 9MISCELLANEOUS

TUBES AND TUBING REPAIRS

1 GENERAL 2292 TUBE JOINTS 229

3 FORMING FLARED TUBE JOINTS 2294 FORMING BEADED TUBE JOINTS 2295 GENERAL TUBING REPAIR 2306 REPAIR OF HIGH-PRESSURE TUBING ... 2307 LOW-PRESSURE LINE REPAIR 2318 CONDUIT REPAIR 2329 MISCELLANEOUS 232

10 TOOLS 23211 MATERIALS 233

CHERRY BLIND RIVETS

12 GENERAL 23313 SELF-PLUGGING CHERRY RIVETS 23314 TYPES OF SELF-PLUGGING CHERRY RIVETS 23415 DETERMINING CHERRY RIVET GRIP LENGTH 23516 DRILLING PREPARATIONS 23517 DIMPLING PREPARATIONS 23518 SHEET CLAMPING 23519 CHERRY RIVET INSERTION 23520 TYPES OF CHERRY RIVET GUNS 23621 USE OF CHERRY RIVET GUNS 23622 CHERRY RIVET GUN MAINTENANCE .... 23723 TRIMMING CHERRY BLIND RIVETS .... 238

DU PONT EXPLOSIVE RIVETS

24 GENERAL 23825 RIVETING PRECAUTIONS 23826 STORAGE AND HANDLING PRECAUTIONS . 238

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27 RIVET INSTALLATION > . . 23928 DU PONT RIVETING IRONS 239

RIVNUTS

29 GENERAL 23930 TYPES OF RIVNUTS 23931 GRIP RANGE 23932 RIVNUT TYPE NUMBERS 24033 STRENGTH OF RIVNUTS 2403^ PREPARATIONS FOR INSTALLATION .... 24135 RIVNUT INSTALLATION 241

DZUS FASTENERS

36 GENERAL 24237 REMOVING LIGHT-DUTY DZUS FASTENERS . 24238 REPLACING LIGHT-DUTY DZUS FASTENERS . 24239 REMOVING HEAVY-DUTY DZUS FASTENERS . 24440 INSERTING NEW FASTENER ....... 244

TRANSPARENT PLASTIC PANELS

41 CLEANING 24442 MINOR SCRATCHES 24443 DEEP SCRATCHES 24444 REPAIRS - GENERAL 24545 ISOLATED CRACKS 24546 REPAIRING HOLES 24647 PREPARATION OF NEW CURVED PANELS . . 24648 ROUTING EDGES OF PANELS 24749 ROUTING INSIDE CURVES 24750 COCKPIT ROOF PANEL REPLACEMENT ... 24851 SIDE PANEL REPLACEMENT 248

ALUMINUM CASTINGS AND FORGINGS

52 GENERAL 249

53 MINOR SURFACE CRACKS 24954 MINOR WELDING OF LOWLY STRESSED MEN^

BERS 249

PROPELLER

55 Ml NOR REPAI RS 250

WOODEN ACCESSORIES

56 WOODEN COCKPIT SEATS 25057 WOODEN FLOOR BOARDS 25058 MINOR WOODEN ACCESSORIES 251

CONTROL RODS

59 GENERAL 251

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NEGLIGIBLE DAMAGESPLICING CONTROL RODSFABRICATING REPLACEMENT RODS . . ,REPLACING DAMAGED ROD END FITTINGS

ARMAMENT INSTALLATION REPAIRS

Page

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64 GENERAL 253

SECTION 10REBUSHING SPEC IF ICATIOHS

GENERAL 254

SECTION IIFINISH SPECIFICATION

1 GENERAL REQUIREMENTS 2572 FINISH AND FINISH MATERIAL SPECIFI-

CATIONS 2573 FI NISH CODE 258

ALUMINUM AND ALUMINUM ALLOYS

4 GENERAL FA-0 2585 INTERIOR CLOSED MEMBERS FA-20 .... 2586 INTERIOR SURFACES, PARTS, AND OPEN

MEMBERS FA-21 2587 ENGINE COMPARTMENT SURFACES FA-23 . 2588 EXTERIOR SURFACES, PARTS, AND MEMBERS

FA-25 2589 INSTRUMENT PANELS FA-28 258

10 ELECTRICAL AND RADIO JUNCTION BOXESAND CONDIUT FA-29 258

11 GENERAL FC-G 26012 COPPER LINES FC-20 26013 DISSIMILAR METALS FC-23 260

GENERAL FINISHES

14 CHROMIUM PLATE FG-0 26015 DISSIMILAR METALS FG-5 26016 STEPS FG-7 26017 WALKWAYS FG-8 26018 COIL SPRINGS FG-10 26019 FLAT SPRINGS FQ-ll 26120 ARMAMENT PROTECTION FG" 13 2-^1

21 MARKINGS: LINES FG-21 26122 MARKINGS: CABLES, CRANKS, AND HORNS

FG-22 26123 MARKINGS: MISCELLANEOUS FG-23 ... 26124 MARKINGS: ENGINE DISCONNECT POINTS

FG-24 261

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MAGNESIUM AND MAGNESIUM ALLOYS TEXTILES

25 GENERAL FM-0 26326 EXTERIOR SURFACES, PARTS, AND MEMBERS

FM-20 26327 ENGINE COMPARTMENT SURFACES, PARTS,

AND OPEN MEMBERS FM-23 26328 INTERIOR SURFACES, PARTS, AND MEMBERS

FM-25 263

PLASTICS

29 INTERIOR SURFACES, PARTS, AND MEMBERSFP-21 263

30 EXTERIOR SURFACES, PARTS, AND MEMBERSFP-23 263

31 INTERIOR OF CLOSED MEMBERS FP-24. . . 263

STEEL

32 GENERAL FS-0 26333 EXTERIOR SURFACES, PARTS, AND OPEN

MEMBERS THAT CAN BE PLATED FS-20. . 26334 EXTERIOR CLOSED MEMBERS THAT CAN BE

PLATED FS-21 26335 EXTERIOR CLOSED MEMBERS THAT CANNOT

BE PLATED FS-22 26436 ENGINE COMPARTMENT SURFACES FS-23 26437 INTERIOR SURFACES, PARTS, AND OPEN

MEMBERS THAT CAN BE PLATED FS-26. 26438 INTERIOR CLOSED MEMBERS THAT CANNOT

BE PLATED FS-27 26439 INTERIOR CLOSED MEMBERS THAT CAN BE

PLATED FS-28 264

40 TANK PADS AND STRAPS FT-20 26441 ELEVATORS AND AILERONS FT-21

RUDDER FT-23 26442 ANTENNA MAST FT-24 26443 COTTON WEBBING AND FABRIC FT-25 ... 264

WOOD

44 GENERAL REQUIREMENTS 26545 TYPES OF WOOD SURFACES 26546 DETAIL REQUIREMENTS 26547 APPLICATION OF SEALER 26548 APPLICATION OF FILLER 26549 APPLICATION OF SURFACER 26550 APPLICATION OF FINISH COATS TO TYPE

I I SURFACES 26551 APPLICATION OF FtNISH COATS TO TYPE

I I I SURFACES 26552 FINISHING EXPOSED END-GRAIN SURFACES

NOT SUITABLE FOR TAPfNG 26653 FINISHING EXPOSED END-GRAIN SURFACES

SUITABLE FOR TAPING 26654 SANDING S.EALER, FILLER, AND SURFACER

COATS 266

SECTION 12HEAT-TREATED PARTS

1 GENERAL 2672 MATERIAL CODE 2673 HEAT-TREATED PARTS LIST 268

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SECTION IGENERAL INSTRUCTIONS

TYPES OF RIVETSGENERAL AIRPLANE DATAAIRPLANE THREE-VIEW DIMENSIONS.NAA PART NUMBERSTYPICAL CENTER-PUNCH MARKS- .USING RIGHT-ANGLED DRILL. . . .RIVET COUNTERSINKINGCUT COUNTERSINKINGDIMPLE COUNTERSINKINGSKIN FASTENERSCLECO COLOR CODINGTYPICAL RIVET SETSRIVET BUCKING BARS

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29A EXTRUSION EQUIVALENT CHART (CONTD.) .... 2130 STRESS CONCENTRATIONS 2231 PRIMING ALUMINUM SHEET 2232 STANDARD TOOL KIT 2333 METAL SHRINKER AND STRETCHER 2334 HAND ROLLER 2435 HAND BRAKE 2U36 BENDING SHEET STOCK LOCALLY 2437 ARBOR PRESS 2538 FORMING BLOCK 2539 TRIMMING MACHINE 2640 USE OF SPIRAL REAMER 2641 STANDARD POWER AND HAND TOOLS 2942 STANDARD METAL-WORKING HAND TOOLS 3I

SECTION IIFUSELAGE

FUSELAGE STATIONS . . . 34ENGINE MOUNT & FRONT FUSELAGE TUBE SIZES . 35ENGINE MOUNT TRUSS ASSEMBLY 36FRONT FUSELAGE TRUSS ASSEMBLY 37UPPER TUBE CLUSTER JOINT AT STA. 55 ... . 38ARC WELDING GENERATOR WITHCRATER ELIMINATOR 38

ARC WELDING ELECTRODE REQUIREMENTS .... 39TYPICAL WELD ENDS 39TYPICAL ARC-WELDED ENGINE MOUNT JOINT ... 39OXYACETYLENE WELDING EQUIPMENT 40TYPICAL WELDING FAILURES 4OCORRECTING OVAL-SHAPED STEEL

TUBE DISTORTION 41STRAIGHTENING BOWED STEEL TUBES 42APPLICATION OF FINISH TO STEEL TUBES ... 43REINFORCING A DENT AT A STEEL

TUBE CLUSTER JOINT 43REINFORCING A DENT OR CRACK IN

STEEL TUBE LENGTH 44STEEL TUBE INNER SLEEVE SPLICE 45CENTERING INNER SLEEVE IN STEEL TUBE ... 48STEEL TUBE OUTER SLEEVE SPLICE 49STEEL TUBE FISHMOUTH SPLICE USING

LARGER DIAMETER REPLACEMENT TUBE .... 50STEEL TUBE DIAGONAL SPLICE USING

LARGER DIAMETER REPLACEMENT TUBE .... 51EXHAUST MANIFOLD ASSEMBLY 51EXHAUST MANIFOLD ASSEMBLY EXPLODED .... 52EXHAUST MANIFOLD SLIP JOINT 52ENGINE FIREWALL ASSEMBLY 53FIREWALL WEB REPAIR 54

FIREWALL WIDE-FLANGED STIFFENER SPLICE . . 54FIREWALL NARROW-FLANGED STIFFENER SPLICE . 55ENGINE COWLING CONSTRUCTION 55ENGINE COWLING ASSEMBLY 56

FRONT FUSELAGE SIDE PANELS 57

FRONT FUSELAGE SIDE PANEL FORWARD

FORMER SPLICE 57

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33 ALUMINUM REAR FUSELAGE COVERED ASSEMBLY . . 5834 ALUMINUM REAR FUSELAGE PART NUMBERS .... 5935 SPLICE OF REAR FOUR FORMERS OF

FRONT FUSELAGE SIDE PANELS 6036 ATTACHMENT OF FRONT TRUSS TO

ALUMINUM REAR FUSELAGE 6037 ALUMINUM REAR FUSELAGE INTERIOR 6138 ALUMINUM REAR FUSELAGE INTERIOR EXPLODED . 6139 ALUMINUM REAR FUSELAGE FORMER SPLICE ... 6240 FABRICATING REPLACEMENT FORMERS 6241 SPLICE FOR STRINGER TYPE C107LT-40 .... 6342 SPLICE FOR STRINGER TYPE C234LT 6443 ALUMINUM REAR FUSELAGE BAGGAGE

COMPARTMENT INTERCOSTAL ANGLE SPLICE . 6544 SPLICE FOR STRINGER TYPE C364LT 6645 ALUMINUM REAR FUSELAGE DOORS 6646 ALUMINUM REAR FUSELAGE UPPER

LONGERON SPLICE 6747 ALUMINUM REAR FUSELAGE LOWER

LONGERON SPLICE 6848 FUSELAGE SKIN ARRANGEMENT 6949 PLASTIC FAIRINGS AND FILLETS 7050 INTERIOR VIEW OF WOODEN FUSELAGE 7151 ALUMINUM ALLOY REINFORCEMENT OF

WOODEN FITTINGS 7152 WOODEN REAR FUSELAGE FRAME ASSEMBLY .... 7253 INTERIOR VIEW OF FUSELAGE SHOWING

SKIN GRAIN DIRECTION 7354 ATTACHMENT OF LOWER STEEL LONGERON

TO REAR WOODEN FUSELAGE 7355 MIXING CASEIN GLUE 7456 ATTACHMENT OF UPPER STEEL LONGERON

TO REAR WOODEN FUSELAGE 7457 APPLYING CASEIN GLUE WITH BRUSH 7558 CORRECT EQUALIZED APPLICATION

OF GLUING PRESSURE 7559 INCORRECT CONCENTRATED APPLICATION

OF GLUING PRESSURE 7660 USING NAILING STRIPS TO APPLY

GLUING PRESSURE TO SKIN 7761 TYPES OF CLAMPS FOR WOOD 7762 WOODEN REAR FUSELAGE STRINGER SPLICE ... 7863 REMOVING PORTION OF DAMAGED WOOD

STRINGER ADJACENT TO SCARF CUT 7864 BAGGAGE COMPARTMENT WOODEN

INTERCOSTAL SPLICE 79^5 SMOOTHING SCARF CUT WITH A WOOD PLANE ... 7966 WOODEN REAR FUSELAGE UPPER LONGERON.

SPLICE 8067 CHECKING SCARF CUT WITH STRAIGHTEDGE ... 8068 CUTTING WOOD SCARF JOINT 8169 WOODEN REAR FUSELAGE SKIN ARRANGEMENT ... 8170 WOODEN REAR FUSELAGE LOWER LONGERON

SPLICE 8271 FLUSH PATCH FOR PLYWOOD SKIN HOLES

LESS THAN 2 INCHES WIDE 8372 EXTERNAL PATCH FOR PLYWOOD SKIN

HOLES LESS THAN 2 INCHES WIDE 84

[vii ]RESTRICTED


Fig. Page Fig. Page

73 SCARFING PLYWOOD SKIN WITH SPOKESHAVE ... 85

7ii PLYWOOD SKIN SECTION REPLACEMENT 86

75 WOODEN REAR FUSELAGE FORMER SPLICE .... 87

76 TYPES OF SAWS 87

77 TYPES OF FILES FOR WOOD 88

78 TYPES OF PLANES FOR WOOD 88

79 FINISH REQUIREMENTS FOR WOOD 89

SECTION 3FIXED SURFACES

1 CENTERSECTION RIB AND SPAR PART NUMBERS . 92

2 OUTER WING RIB AND SPAR PART NUMBERS . . 93

3 CENTERSECTION FUEL TANK COMPARTMENT DOORS 94U ALUMINUM HORIZONTAL STABILIZER STRUCTURE 955 WOODEN HORIZONTAL STABILIZER STRUCTURE 966 REAR SPAR JOINT OF WOODEN HORIZONTAL

STABILIZER 977 WOODEN HORIZONTAL STABILIZER FRONT

SPAR FITTING 978 VERTICAL STABILIZER RIB AND SPAR

PART NUMBERS 989 AT-6A WING STRINGER ARRANGEMENT

AND STATIONS 9910 AT-6B AND AT-6C WING STRINGER

ARRANGEMENT AND STATIONS 10011 AT-6B AND AT-6C RIGHT OUTER WING

UPPER SURFACE STRINGER DETAILS 10112 AT-6B AND AT-6C RIGHT OUTER WING

LOWER SURFACE STRINGER DETAILS 101

13 AT-6A STABILIZER STRINGER ARRANGEMENT ... 102lU AT-6B AND AT-6C STABILIZER

STRINGER ARRANGEMENT 10215 SUMMATION OF STRINGER TYPES

USED IN FIXED SURFACES 10316 SPLICE FOR STRINGER TYPE C107LT-20 .... lOU17 SPLICE FOR STRINGER TYPE C123LT ...... 10418 SPLICE FOR STRINGER TYPE C148T 10519 SPLICE FOR DOUBLED C148T TYPE STRINGERS . . 10520 SPLICE FOR STRINGER TYPE C180T 10621 SPLICE FOR STRINGER TYPE C204T 10622 SPLICE FOR DOUBLED C204T TYPE STRINGERS . . 10723 SPLICE FOR STRINGER TYPE C250T 10724 SPLICE FOR DOUBLED C250T TYPE STRINGERS . 10825 SPLICE FOR COMBINATION C250T-C366T

STRINGERS 10826 SPLICE FOR STRINGER TYPE C265T 10827 SPLICE FOR STRINGER TYPE C266T 10928 SPLICE FOR STRINGER TYPE C274T HO29 SPLICE FOR STRINGER TYPE C366T HO30 SPLICE FOR DOUBLED C366T TYPE STRINGERS . 11131 SPLICE FOR STRINGER TYPE C373LT 11232 SPLICE FOR STRINGER TYPE K77A 11233 SPLICE FOR DOUBLED K77A TYPE STRINGERS . 11334 SPLICE FOR WING TRAILING EDGE 11335 OUTER WING MAIN SPAR 114

36 OUTER WING MAIN SPAR SPLICE-ROOT TO 106 INCHES OUTBOARD 115

37 OUTER WING MAIN SPAR SPLICE"106 TO 151 INCHES OUTBOARD OF ROOT ... 117

38 OUTER WING MAIN SPAR SPLICE-151 INCHES OUTBOARD TO TIP 118

39 OUTER WING FLAP SPAR SPLICE 12040 OUTER WING AILERON SPAR SPLICE 12141 CENTERSECTION FLAP SPAR SPLICE 12342 CENTERSECTION REAR SPAR 124

43 CENTERSECTION REAR SPAR SPLICE 12544 CENTERSECTION FRONT SPAR 126

45 CENTERSECTION FRONT SPAR UPPER CAP SPLICE 12746 CENTERSECTION FRONT SPAR LOWER CAP SPLICE 12847 CENTERSECTION FRONT SPAR WEB REPAIR ... 12948 VERTICAL STABILIZER FRONT SPAR SPLICE . . 13149 VERTICAL STABILIZER REAR SPAR SPLICE FOR

AREA ABOVE ROOT RIB 13350 VERTICAL STABILIZER REAR SPAR SPLICE

FOR AREA BELOW ROOT RIB 13^51 HORIZONTAL STABILIZER FRONT SPAR SPLICE . 13552 HORIZONTAL STABILIZER REAR SPAR SPLICE

FOR AREA OUTBOARD OF CENTER HINGEFITTING 136

53 WING SKIN ARRANGEMENT 13754 STABhLIZER SKIN ARRANGEMENT 13855 SKIN REPAIR FOR HOLES LESS THAN

1/2-INCH DIAMETER 13956 USING HOLE SAW TO TRIM SKIN DAMAGE .... 13957 PATCH FOR SKIN HOLES l/2-TO 1-INCH

DIAMETER 140

58 PATCH FOR 1-INCH DIAMETER SKIN HOLESNEAR ADJACENT STRUCTURE 141

59 ARRESTING GROWTH OF CRACK 14160 TYPICAL FLUSH PATCH FOR LARGE SKIN HOLES . 14261 USING SPIRAL REAMER TO TRIM SKIN DAMAGE 14262 TYPICAL EXTERNAL PATCH FOR LARGE

SKIN HOLES 143

63 TEMPORARILY SECURING SKIN PATCHPRIOR TO RIVETING 143

64 LOCATING BLIND RIVET HOLES BYIMPROVISED METHOD 143

65 DRILLING OUT RIVETS COVERED BY SKIN PATCH 14366 BLIND RIVET HOLE LOCATING TOOL 14467 USING BLIND RIVET HOLE LOCATING TOOL ... 14468 BLIND RIVET HOLE LOCATING TOOL

WITH PILOT BUSHING 144

69 TYPICAL SKIN SPLICE 14470 WING LEADING EDGE SKIN SPLICE 14571 OUTER WING LEADING EDGE CONTOURS 14672 GAINING ACCESS TO THE OUTER WING

LEADING EDGE 147

73 USE OF DRIFT PUNCH WHEN RIVETINGCLOSING STRIP SKIN 147

74 USE OF DRILL AT CLOSING STRIP SKIN .... 147

75 WELDING A ROD TO A DENT IN THEHORIZONTAL STABILIZER TIP 148

RESTRICTED

[ V i i i ]

RESTRICTED LLUSTRATIONS

Fig. Page Fig. Page

76 REMOVING DENT IN HOR. STAB. TIP 14877 FUEL TANK COMP. COVER FORMER SPLICE ... 1U978 CENTERSECTION INTERMEDIATE CENTER RIB . . 14979 CENTERSECTION END RIB 15080 CENTERSECTION INTERMEDIATE RIB SPLICE . . 15181 TRAILING EDGE RIB SPLICE 15182 VIEW OF OUTER WING SECTION J5283 TYPICAL RIBS 15284 TYPICAL REPAIR OF BROKEN RIB BEADS .... 15385 TYPICAL REPAIR OF BROKEN RIB CUTOUTS ... 15386 TYPICAL REPAIR OF BUCKLED RIB WEBS .... 15487 TYPICAL RIB FLANGE REPAIR WHERE FLANGE

IS RIVETED TO SKIN 15488 TYPICAL RIB FLANGE REPAIR WHERE FLANGE

IS NOT RIVETED TO SK I

N

15589 TYPICAL RIB SPLICE 15590 CUTTING REPLACEMENT RIB FORM BLOCKS ... 15691 FORMING REPLACEMENT RIB 15692 CENTERSECTION BOLTING ANGLE PART NUMBERS . 15693 OUTER WING BOLTING ANGLE PART NUMBERS . . 15694 INSTALLING LOWER PORTION OF WING JOINT

COVER,

157

95 INSTALLING UPPER PORTION OF WING JOINTCOVER 157

96 LOCATING BRACKET HOLE IN WING JOINTCOVER 157

97 ASSEMBLING WING JOINT COVER 157

SECTION 1MOVABLE SURFACES

1 LANDING FLAPS INSTALLED ON WING 161

2 LANDING FLAP PART NUMBERS 162

3 RUDDER FRAME PART NUMBERS 1634 RUDDER INSTALLED ON VERTICAL STABILIZER . 164

5 ELEVATOR FRAME PART NUMBERS 165

6 ELEVATORS INSTALLED ON HOR. STAB 166

7 AILERON FRAME PART NUMBERS 167

8 LEFT AILERON INSTALLED ON WING 168

9 REPAIR OF ONE-INCH DIAMETER HOLE IN SKIN

UNDER FLAP CHANNEL SPAR 168

10 FLAP CHANNEL SPAR SPLICE 169

11 FLAP LEADING EDGE SPLICE 170

12 RUDDER AND ELEVATOR RIB REPLACEMENT ... 170

13 FLAP TRAILING EDGE SPLICE 171

14 AILERON SPAR SPLICE 172

15 SEWING SMALL FABRIC TEAR 173

16 CUTTING OUT DAMAGED FABRIC 173

17 PATCHING V-SHAPED FABRIC TEAR 174

18 DAMAGE REQUIRING FABRIC SECTIONREPLACEMENT 175

19 DAMAGED FABRIC SECTION REMOVED 176

20 FINAL FOLDING, PINNING, AND SEWING OF

FABRIC SECTION 176

21 DETAIL OF FABRIC SECTION STITCHING .... 177

22 RUBBING DOWN REINFORCING TAPE AT SEAMS . . 177

23 APPLYING FINISHING TAPE ON FABRICSECTION SEAMS 178

24 TYPICAL REMOVAL OF FABRIC FROM TWOOR MORE SECTIONS 178

25 REMOVING FABRIC RETAINING SCREWS .... 17926 PULLING ON PARTIAL FABRIC ENVELOPE COVER 17927 RUDDER FABRIC COVERING REQUIREMENTS ... 18028 ELEVATOR FABRIC COVERING REQUIREMENTS . . 13129 AILERON FABRIC COVERING REQUIREMENTS . . 18230 FABRIC DOUBLE-STITCHING MACHINE 18331 PULLING NEW FABRIC COVER OVER CONTROL

SURFACE STRUCTURE 18332 PINNING UNSEWED END OF FABRIC ENVELOPE . 184

33 TRIMMING THE UNSEWED END OF FABRICENVELOPE AFTER PINNING 184

3^ FABRIC PINNED AT TRIM TAB CUTOUT .... 18535 CUTTING FABRIC AT TRIM TAB CUTOUT .... 185

36 ATTACHING FABRIC ALONG TRIM TAB CHANNEL . 186

37 CUTTING TAPE WITH HAND PINKING MACHINE . 186

38 ATTACHING FABRIC TO RIBS 187

39 HAND SEWING AT TRIM TAB CUTOUT 187W USE OF PNEUMATIC SCREWDRIVER TO ATTACH

FABRIC TO RIBS 188

41 HAND SEWING FABRIC AT HINGE CUTOUT ... 188

42 APPLYING BRUSH COAT OF DOPE TO FABRIC . . 188

43 HAND STITCHING THE UNSEWED END OF FABRIC

ENVELOPE 188

44 APPLYING FINISHING TAPE TO FABRIC .... 18945 FABRIC ENVELOPE PRIOR TO FIRST AND

SECOND COATS OF DOPE 18946 APPLYING SPRAY COATS OF ALUMlNlZED DOPE

TO FABRIC 189

47 APPLYING BALANCE PATCH TO AILERON .... 189

48 DETERMINING CONTROL SURFACE UNBALANCE . 190

49 RUDDER UNBALANCE LIMITS 191

50 AILERON UNBALANCE LIMITS 192

51 ELEVATOR UNBALANCE LIMITS 192

52 APPLYING BALANCE PATCH TO ELEVATOR AND

RUDDER 193

SECTION 5FUEL AND OIL SYSTEM

1 FUEL TANK SUPPORTS 194

2 FUEL TANK CONSTRUCTION 194

3 OIL TANK CONSTRUCTION 195

4 OIL TANK ASSEMBLY 195

5 OIL TANK AND OIL COOLER INSTALLATION . . 196

6 FUEL TANK TESTING JIG 197

7 SEALING SMALL CRACKS 198

8 WELDING SPLIT SEAMS 198

9 HYDRAULIC OIL TANK 199

10 FORMING AND WELDING INSERT 200

11 COMPLETED FUEL AND OIL TANK REPAIRS ... 201

12 OIL COOLER ASSEMBLY 202

13 OIL COOLER TUBE REPLACEMENT 204

[ix]RESTRICTED


Fig. Page Fig, Page

SECTION 6LANDING GEAR

1 MAIN LANDING GEAR SHOCK STRUT 2062 MAIN LANDING GEAR 206

3 TAIL WHEEL ASSEMBLY 207

4 TAIL WHEEL COMPONENTS 2075 HYDRAULIC JACK CRADLE 2076 REMOVING MAIN LANDING GEAR WHEEL 2087 REMOVING TAIL WHEEL 2098 BALANCE WHEEL 2109 APPLYING CEMENT 210

10 APPLYING BALANCING DOUGH 21111 APPLYING TIRE TALC TO BALANCING DOUGH . . 2ll12 APPLYING TIRE TALC TO INFLATED TUBE ... 21213 VALVE EXTENSION 21214 TIRE AND TUBE MARKINGS 21215 SPECIAL TIRE TOOLS 21216 MOUNTING MAIN GEAR TIRE AND TUBE 21317 MOUNTING TAIL WHEEL TIRE AND TUBE .... 21418 APPLYING TIRE TALC TO TAIL WHEEL TUBE . . 215

SECTION 7CONTROL CABLES

1 TYPES OF CABLES 2172 CABLE DATA 218

3 PREPARATION OF A WOVEN CABLE SPLICE ... 2194 PREPARATION OF A WOVEN CABLE SPLICE ... 2195 TYPES OF CABLE TERMINALS 2206 CABLE CLAMP FOR WOVEN SPLICE 2207 WRAPPED SOLDERED SPLICE 221

SECTION 8ELECTRICAL SYSTEM

1 TYPICAL WIRE ROUTING 2232 SLIPPING INSULATION OVER WIRE 2243 CABLE TERMINAL SWAGING 2184 CRIMPING THE TERMINAL 2255 SLIPPING INSULATION INTO POSITION .... 2256 TYPICAL SWITCH BOX WIRING 2267 TYPES OF TERMINALS 2278 CONDUIT BONDING METHODS 2279 ELECTRICAL REPAIR TOOLS 228

10 ELECTRICAL REPAIR MATERIALS 228

SECTION 9MISCELLANEOUS

1 TUBE FLARING TOOLS 229

2 BEADING SMALL TUBING 230

3 BEADING LARGE TUBING 2304 HIGH-PRESSURE TUBING REPAIR OF MAJOR

DAMAGE 2315 HIGH-PRESSURE TUBING REPAIR OF MINOR

DAMAGE 2316 LOW-PRESSURE TUBING REPAIR 2327 CONDUIT REPAIR > 2328 SPECIAL WRENCHES FOR HIGH-PRESSURE

CONNECTIONS 2339 CHERRY RIVET GRIP LENGTH 234

10 INSERTING CHERRY RIVETS 23611 EXPANDING CHERRY RIVETS 23612 UNTRIMMED CHERRY RIVETS 23713 TRIMMING CHERRY RIVETS 23714 CHERRY RIVET HAND GUN 23715 EXPLOSIVE RIVET CROSS SECTION 23816 USE OF EXPANDING IRON 23817 USE OF KEYSEATING TOOL 24018 INSERTING RIVNUT 24019 SQUEEZING RIVNUT 24120 REMOVING MANDREL 24121 TYPICAL DAMAGE TO DZUS FASTENERS 24222 DZUS FASTENER TOOL 24223 LIGHT-DUTY DZUS FASTENER REPLACEMENT ... 24324 REMOVING GROMMET 24425 INSERTING GROMMET AND FASTENERS 24426 REMOVING DEEP SCRATCHES IN TRANSPARENT

PLASTIC PANELS 24527 APPLYING HOT-AIR BLAST TO CRACKED

PLASTIC PANEL 24528 APPLYING TORCH FLAME TO A CRACKED

TRANSPARENT PLASTIC PANEL 24629 PATCHING HOLES IN PLASTIC PANELS 24630 MODIFIED DRILLS FOR TRANSPARENT PLASTIC

PANELS 24631 PANEL ROUTING JIG 24732 ROUTING INSIDE CURVES 247

33 CURVE ROUTING DETAIL 24834 COCKPIT ENCLOSURE ASSEMBLY 248

35 PROPELLER INSTALLED 25036 WOODEN COCKPIT SEAT 251

37 CONTROL ROD REPAIR COMPONENTS 25138 CONTROL ROD SPLICE 25239 CONTROL ROD FITTING REPLACEMENT 25240 ARMAMENT INSTALLATIONS 253

SECTION 11FINISH SPECIFICATION

1 ENGINE DISCONNECT POINTS 2592 LINE COLOR CODING CHART 260

3 AIRPLANE INSIGNIA LOCATIONS 262

RESTRICTED

I - ]

EESTRICTED INTRODUCTION

TO THE REPAIRMAN:

In the preparation of this Manual, an attempt has been made to include extensive and complete informa-tion for the repair of damaged structural and nonstructural parts of the airplane. It is intended thatthis Repair Manual will facilitate the restoration of the airplane to active service within a minimumof elapsed time and with a minimum of replacement parts. If spare or replacement parts are required,they ma^y be ordered as out I ined below.

The repairs outlined in this Manual provide for the repair of any daniaye to any part of the aircraftand are not based upon any preconceived idea as to the extent of damage. Since the scope of possibledamage is so broad it would be impossible to outline any exact procedure, only general repa i r methodsare described and illustrated. These methods may have to be supplemented and altered to suit each spe-cific situation. The material requirements, rivet specifications, etc., are the minimum al lowable; andfor the repair of any important structural components, personnel are warned against the use of any methodof repair not described herein.

A complete explanation of each repair is outlined in the text. The illustrations should not be con-strued as being self-explanatory. The scheme of arrangement of each section is similar, deal Tng firstwith the description, then with repair procedures, materials, and tools required for making ttie variousrepairs. A thumb index has been inserted at the outside top of each page for quick identification ofthe section title and paragraph number.

For convenience, all common U. S. material specifications together with the British equivalents ofthese material specifications are listed at the end of Section I.

Your cooperation in reporting your views on this N-lanual and the material contained herein will helpsubstantial ly in the further development of a more adequate manual. Opinions on the matter are sol ic-ited and may be communicated to the company through the North American Service Representative at yourfield or sent directly to the Field Service Department at Inglewood, California.

Field Sen/ ice DepartmentNorth American Aviation, Inc.

SPARE PARTS

In many instances, incorrect part numbers, lack of complete infometion, and lack of part identifica-tion may cause delay in the filling of orders for spare parts. Requests by the company- for additional

information, necessitated tiy these discrepancies, involve loss of time; and the need for such can be

eliminated if the correct part number, name, and location are clearly set forth in the original request.

To facilitate the prompt fulfillment of requests, observe the following rules:

(I) Give correct part number and full title. (Refer to the applicable structures diagram in thisManual or to the Parts Catalog, T.O. No. 01-60FE-4J

Example: 54-14015 left nose rib, station 15.087 (left wing, AT-6B)88-I40I5-I right nose rib, station 15.087 (right wing, AT-6C)

Note the prefix change for the AT-6C and that the part number ends with -I signifying a right-hand part.

RESmiCTED[xi]

NTRODUCTION restricted

(2) Give the serial number and iiDdei of the airplane for which the part is intended.

Example: Serial No. AC4-I-322I8, ^todel AT-6C (This infom^tion is stenciled in the upper left-handcorner on the left-hand front fuselage sTde panel and stamped on a name plate on the right-

hand side of the front cockpit. )

(3) If the part number or name is not available, furnish the location and complete description of thepart and the unit or system in which the part wi I I be used.

Example: The second nose rib outboard of the bolting angle of the left-hand wing assembly, AT-6C,Serial No. AC4I-322I8.

(4) Give conplete dash numbers and title of al I AN, AC, B, C, and NAF Standard Parts.

Example: AN3-4A bolt, AC36^832 nut, BI289- 1(^10 screw, C384->5 neoprene extrusion, NAF3 1 062 1 -S2 1 [>-4LH cable terminal.

RESTRICTED

[xii]

RESTRICTED FRONTISPIECE

.^^

nrD-^

Three Views of Complete Airplane

[ xiii ]RESTRICTED

RESTRICTED GENERALPAR. I TO ^

SECTION I

GENERAL INSTRUCTIONS

I. AIRPLANE CONSTRUCTION.

The AT-6 Series Airplane is a single-engine,low-wing, two-place advanced trainer. Generalairplane data are tabulated in this Section.(See Figures 2 and ^.) The airplane is equippedwith a Pratt and Whitney, nine-cylinder, radial,air-cooled engine on which is mounted a HamiltonStandard, controllable pitch, constant speed,two-blade propeller. The main landing gear isfully retractable and the nonretractab le tailwheel is full-pivoting. With the exception ofthe chrome molybdenum steel tubing front fuselagetruss and engine mount, the airplane is primarilyconstructed of 24ST ale lad sheet and 24ST a I u-minum alloy extruded members. The front andrear fuselage sections, the outer wing panels,and the empennage are constructed to facilitateremoval and replacement in the event of dafnage.All structural members are readily accessibleand are fabricated in a manner as to providefor ease of repair. It is to be noted thatmultiplicity of types and sizes of componentparts is confined to an absolute minimum inoriginal construction of the airplane and alsoin repair. North American Aviation, Inc., majorcomponent part numbers are listed and illus-trated in this Section. (See Figure 4.)

2. RIVET TYPES.

There are three different types of rivets usedin the construction of the airplane (see Figure1) . All a re made of A 1 7S a I um i num a I I oy mate-rial (rivet designation AD), and thus no heattreatment is required prior to driving. Rivetsof AITS material are marked with an identifyingdent or depression on the center of the manu-factured rivet head. These three types of rivetsemployed in the construction of the airplaneare as fol lows: ( I ) the Type AN442-AD flat headrivet, used for the assembly of a I I interiorstructure; (2) the Type BI2I9-AD (supersededby Type AN426-AD for all future procurement)l(DO-degree countersunk head rivet, used to reducedrag on the forward skin of the fuselage andfixed surfaces; (3) the Type BI227-AD brazierhead rivet, used on the aft skin of the fixedsurfaces and fuselage. In making repairs, thesetypes of rivets should be used in their originalfunction. The rivet coding used throughoutthis ^.'lanua I specifies the type of rivet andthe size. For example, a notation "AN442-AD5

rivet" signifies a flat head rivet of A|7S ma-terial. The last number of the rivet notationalways signifies the rivet diameter in 1/52-inch. Therefore, the rivet diameter in thiscase is 5/32-inch.

FLAT100*.^

c'sunk'E^SSJD

BRAZIER

DIA.

^"ft -

AN442-AD BI2I9-AD BI227-AD

(AN426-AD)

APPROXIMATE DIMENSIONSDIA. 3/32

GENERALFIGURE 2

RESTRICTED

TABLE OF SPECIFICATIONS

OVERALL W ING SPANOVERALL LENGTHOVERALL HE IGHT ANTENOVERALL HE IGHT ANTENHE IGHT, PROPELLER HUCLEARANCE, PROPELLERDIAMETER OF PROPELLENORMAL C.G. TO WINGNORMAL C.G. TO W I NGC.G. LIMITS TO W INGELEVATOR H I NGE TO WlMINIMUM CLEARANCE OFANGLE OF NORMAL C.G.ANGLE OF REARWARD C.ANGLE OF WING TIP ANANGLE OF THRUST LINE

NA MAST, THRUST LINE LEVELNA MAST, THREE-POINTB, THRUST LINE LEVELT IPS, THRUST LINE LEVEL

R

LEADING EDGE - WHEELS DOWNLEAD ING EDGE - WHEELS UPLEADING EDGENG LEADING EDGEPROPELLER AND R ING COWLWITH WHEEL (Side Elevation)

G. WITH WHEEL (Side Elevation)D WHEEL BOTTOM (Front Elevation)WITH GROUND (3-Point Position)

42

RESmiCTED GENERALFIGURE 3

t STA. I t ELEVATOR HINGE ^1 RUDDER HINGE

Figure 3Airplane Three-view Dimensions

[3]RESTRICTED

GENERALFIGURE ^

RESTRICTED

{T-6) (T.6) (T-SO (T-St) (tr-e (1T-C)

77 an M 00002

77 > 88 IWOI55 9H 88 I "400955 IW)M78 l'tM266 8>t'. 80 ISOOl55 16005

55 1800

1

66 18002

77 20001

55 2000255 2000355 2000155 20005

55 2000855 20O09

77 8* 8 2100166 2200155 220 1855 SU 8....20I77 2W)0I55 211036

77 77 88 31001

77 77 88 31002-1777 77 88 31002-1877 77 S8 31002- 1977 78 78 3101077 78 78 3101377 77 88 3102777 77 88 3102877 77 88 3103077 3103277 310 33

77 3103H77 3103577 310277 31050

77 77 88. ...3105155 31061

77 3106577 3106677 3107577 3107677 31077

AltrLME ASSUBLY CIMEKAL

mSlALLAlIOH - Bines

FIUET, KKG TO FUSanOt, FWIITFILLET, milO TO FUSELtGE, mTERHEOI >TE tUtFILLH tSSEMBLY, MING TO FUSELAGE, I1EIIMING SSE>l6Lr, CENTER SECTION COHFLETE

COVERED JSSEMBLY, OUTER MING

WGLE INSTtLLtTlON, OUTER MING BOLTINGTIP tSSL-IBLT, MINGDOOR ISSEMBLT, OUTER MING LW01N3 LIGHTIILERON tSSLISLTTB SSEHBLr, ilLERON BOOSTERFLU> tSSEMBLT, OUTER MINGFLAP ASSEMBLY, MING CENTER SECTION

IHSIALLAIION. ItFEHNACE

FILLET ASSEMBLY, HORIZONTAL STABILIZER LEFT FRONT

FILLH ASSEMBLY, VERTICAL STABILIZER TO FUSELAGE

FILLET, HORIZONTAL STABILIZER, INTERMEOl ATE LOMER

FILLET, HORIZONTAL STABILIZER, LEFT REAR

FILLET, HORIZONTAL STABILIZER, 1 GHT REAR

FILLET ASSEMBLY, HORIZONTAL STABILIZER, RIGHT FRONT

STABILIZER ASSEMBLY, HORIZONTALELEVATOR ASSEMBLY, COVERECTAB ASSEMBLY, ELEVATOR TRIM

STABILIZER ASSEMBLY, VERTICALRUDDER ASSEMBLY, COVEREDTAB ASSEMBLY, RUDDER TRIM

FVSELAGl ASSEtBLr COVEKED

COMLING ASSEMBLY, ENGINE RING, LOMER

COMLING ASSEMBLY, ENGINE RING, RIGHT HAND UPPER

COMLING ASSEiHBLY, EKGINE RING, LEFT HAND UPPER

COMLING ASSEMBLY, FUSELAGE FLEXIBLE GUN CUTOUT

COMLING ASSEMBLY, FUSELAGE GUNNER'S HOOD

COMLING ASSEMBLY, ENGINE REMOVABLE, CARBURETOR AIR S(

COMLING ASSEMBLY, ENGINE REMOVABLE, UPPER RIGHT

COMLING ASSEMBLY, ENGINE REMOVABLE, BOTTOMFAIRING ASSEMBLY, FUSELAGE FIREMALL UPPER LEFT SIDE

COVER ASSEMBLY, FUSELAGE MAIN FUSE BOX ASSEMBLY

FAIRING ASSEMBLY, FUSELAGE FIREMALL LOMER LEFT SIDE

FAIRING ASSEMBLY, FUSELAGE FIREMALL UPPER RIGHT SIDE

FAIRING ASSEMBLY, FUSELAGE FIREMALL LOMER RIGHT SIDE

PANEL ASSEMBLY, FUSELAGE LEFT SIDE FAIRING

PANEL ASSEMBLY, FUSELAGE RIGHT SIDE FAIRING

COMLING ASSEMBLY, FUSELAGE TAllMHEEL CUTOUTCOMLING ASSEMBLY, ENGINE REMOVABLE TOP

COMLING ASSEMBLY, ENGINE REMOVABLE LOMER

DOOR ASSEMBLY, FUSELAGE FIREMALL TO MINDSHIELO LEFT

DOOR ASSEMBLY, FUSELAGE BAGGAGE COMPARTMENT

DOOR ASSEMBLY, FUSELAGE FIREMALL TO MINOSHIELO RIGHT

77 77 88 3II0I

77 78 88 3110477 3110577 3110655 3123855 78 78 31211

77 77 88 31801

55 55 88....3I80277 77 88 3182655 55 88 3182719 19 88 318 2855 55 88 31829

77 31901

n 33001

77 78 78 3310256 335

55 55 88 31001

58 58 88 31002

77 78 88 51001

77 78 88 5100277 78 88 51003

55 55 88.. ..53001

55 55 88 5301055 55 88. ...53 100

55 73101

55 55 88 73106

FKAIIE ASSEUBLY. fVSELACE COHrtElE

FIREMALL ASSEMBLY, FUSELAGEFRAME ASSEMBLY, FUSELAGE FRONTFRAME ASSEMBLY, FUSELAGE REAR SECTION COVEREDCOVER ASSEMBLY, FUSELAGE REAR SECTION BODY ACCESSCOVER ASSEMBLY, FUSELAGE REAR SECTION FLEXIBLE GUN TROUGH

IKSIALLATIOn, COCKFIT EHCLOSVSE

HOOD ASSEMBLY, GUNNER'SMINDSHIELD ASSEMBLY, COCKPIT ENCLOSUREPAfEL ASSEMBLY, COCKPIT ENCLOSURE, FRONTPANEL ASSEMBLY, COCKPIT ENCLOSURE, FIXEDPANa ASSEMBLY, COCKPIT ENCLOSURE, REAR

MOUNT ASSEMBLY, ENGINE

inSTALLAHOK, LAUDING OEAR

INS7ALLATI0N , TAIL WHEEL

POST AND HOUSING ASSEMBLY, TAIL MHEEL

IHSIALLAIION. INSIKVUENIS

INSTALLATION, FUKMISHINCS

INSTALLATION, FHOTOCRAFHIC EQVIFMEMT

DOOR ASSEMBLY, CAMERA

'

RESTRICTED GENERALPAR. H TO 6

should be center punched and the actual drillingdone with a light power drill. The center-punch mark should be large enough to preventthe dri I I from si ipping out of position, yetmust not be made with enough force to dent thesurrounding material (see Figure ^}. The drill-ing can be done with a hand drill if no powertool is available, but considerably more timewill be taken. Also, as the drill speed isslower when the work is done by hand, there is atendency to apply more pressure; consequently,a large burr is often formed as the dri I I piercesthe material. All burrs must be removed beforeriveting by utilizing a metal countersink, or

Figure S-'Typical Center-punch Marks

by filing or scraping. In some cases, the useof a right-angled drill is particularly advan-tageous in drilling through restricted access,small fittings, clips, etc. (see Figure 6).

5. STANDARD HOLES FOR RIVETS.

The following chart specifies the size ofhole to drill for the application of the varioussizes of rivets. See the following paragraphfor dri I I si zes.

RIVET

GENERALPAR. 7 TO

RESTRICTED

7. RIVET COUNTERSINKING DIMENSIONS.

The following dimensions should be adheredto when cut countersinking or dimpling sheetmaterial for the application of BI2I9-AD (orthe AN426-AD) lOO-degree countersunk rivets.Use the proper degree and diameter countersinkand cut just deep enough so the rivet head andthe metal will forma flush surface. (See Figure7J

RIVET SIZE

RESTRICTED GENERALPAR. 10 TO 12

drilled through, several varieties of skin fas-teners are availaole to line up holes. (SeeFigure 10.) Cleco skin fasteners are commonly

r-SKIN FASTENER

pRlVET GUN

Figure 10 Skin Fasteners

used throughout the aircraft industry in pro-duction and repair work. Used in conjunctionwith a Cleco safety gun (see Figure 41), Clecoshold two pieces of metal firmly together untilriveting is accomplished. Inasmuch as Clecosare used only through drilled holes, it is im-portant that the proper size oe used. The varioussized Clecos are easily identified by their colorcoding. A Cleco for a 3/32-inch diameter holeis cadmium colored, copper colored for a 1/8-inch hole, Diack for a 5/32-inch hole, and brasscolored for a 3/16-inch hole. (See Figure 11.)

11. BUCKING BARS.

Sucking oars may assume any numoer of givenshapes in order to facilitate rivet forming ininaccessible areas. (See Figure 13.) The rivetgun pressure applied to the manufactured headof the rivet forms the rivet shank against theDucking oar. In similarity to rivet sets, rivetDucking Dars must oe kept clean, smooth, andwell polished at a I I times.

12. RIVET SETS.

A rivet set is a punch-like tool with a flat

>^'5S

Figure 11 Cleco Color Coding

liHBRAZIER HEAD TYPE

4*AA^FLUSH TYPE

Figure 12 Typical Rivet Sets

[7]RESTRICTED

GENERALPAR. 12 TO 16

RESTRICTED

liJX i U^TJ600-I TJ600-2 TJ600-5

JLJTJ600-6 TJ 600-10 TJ600-28

aTJ 60 0-32 TJ600-42 TJ600-60

] i fTJ600-64 TJ600-65 TJ600-86

V J^TJ600-90 TJ600-99 TJ600-106

Figure 13~-'Rivet Bucking Bars

or recessed die for driving flat, countersunk,and brazier head rivets, respectively. Theymay assume a variety of shapes to facilitaterivet driving in restricted areas (see Figure1^). Rivet sets should be kept smooth and wellpel ished at al I times.

13. PNEUMATIC RIVET GUN.

The pneumatic rivet gun used with a rivet setis applied to the manufactured head of the riv-et; and the pressure, applied in a series ofvibrations, forms the rivet shank against abucking bar. Different types are available tomeet various requirements. (See Figure 14'\The period of time during which pressure isapplied to fonn the head must be short enoughto prevent the metal from strain hardening nearthe end of the rivet. The pneumatic equipmentmay be used either with a flat or recessed rivetset, depending upon the type rivet being driven."Because of the uniformity of driving rivetspneumatically, all riveting should require thisequipment. Both the rivet gun and the buckingbar are separate units requiring separate oper-ators. (See Figure lo.

)

m. HAMMERS.

Hartniers sometimes may have to be used to driverivets, but they should be used only in emer-gencies where other equipment cannot be obtained.The use of hammers to drive rivets for the re-pair of primary structure is not recommended.On minor secondary structure, however, ball-peen hammers may sonietimes be employed.

15. RIVET SQUEEZER.

A rivet squeezer consists of a large pair offorcers which are used over the edge of the

TRIGGER

Figure 14-^Pneumatic Rivet Guns

material to head the rivet. Pneumatic rivetsqueezers may be used with alligator, offsetalligator, and C-type jaws. Inasmuch as arivet squeezer can be used only over the edgeof the sheet where conditions permit, its appli-cation is necessarily limited. (See Figure 25.J

16. REMOVAL OF SOLID RIVETS.

Rivet removal should be accomplished by drill-ing, not shearing. Use drill one size smallerthan diameter of rivet, and place point intodepression in rivet head. If power tool isused, locate drill first; then apply power inshort bursts. Drill must be applied carefullyand small cuts taken in a series of applications.Drill until rivet head twists from shank. (SeeFigure 16-) Drift remainder of rivet free.

RESTRICTED[8]

RESTRICTEDGENERAL

PAR. 16 TO 18

PNEUMATIC SQUEEZER

Figure 15Rivet Squeezer

It is recommended that the drill be equippedwith a stop of some soft nonabrasive materialto prevent the drill chuck from plunging intoand marring the surrounding metal.

17. RIVET AND BOLT EDGE DISTANCES.

The necessity for providing adequate edgedistances from the rivet or bolt to the edgeof the affected material is of extreme impor-tance in repair. Generally, this distance shouldnot be less than two times the diameter of therivet or bolt, measured from the centerlineof the rivet or bolt hole to the edge of thematerial involved. (See Figure ly-

)

DRILL UNTILRIVET HEADTWISTS FROMSHANK, THENPUNCH OUTRIVET

Figure 16'Removal of Solid Rivets

DISTANCE "E" SHOULD EQUALTWICE THE RIVET DIAMETER

h'

f[SECT. AA

W'M ^ 1

INCORRECT-TOO

CLOSE TO EDGECORRECTE2D

RESULTANT CRACK SAFE

Figure 17 Rivet Edge Distance

18. RIVETING.

Inasmuch as riveting is the major means ofsecuring airplane parts, the quality of work-manship employed in driving rivets must be high.The structural efficiency of the completed prod-uct is greatly increased where power-driventools are available. For this reason, the re-pair of primary structures should demand pneu-matically operated rivet-driving tools. However,for the repair of secondary structures, manuallyoperated rivet-squeezing tools will sufficewhere conditions permit. The riveting of minorparts sometimes may be accomplished by meansof a simple rivet set and bounce ball-peenhamrrer or the equivalent. Examples of correctlyand incorrectly driven rivets are illustratedon the following diagram. (See Figure i8.)The following comments are made with referenceto th is figure.

a. Rivet (A) is driven correctly. The properlength has been determined and the rivet hasbeen driven slowly and compressed evenly. Theupset end of an und riven rivet of proper lengthshould measure approximately 1-1/2 times thediameter of the rivet from the surface of thematerial being riveted.

b. Rivet (B) is driven incorrectly. The headof the rivet has been cut by insecure and/orimproperly held driving tool. Rivets damagedin this manner should be replaced. Damage ofthis nature may be prevented by holding thetool securely and as nearly in alignment withthe rivet shank as possiole.

[9]RESTRICTED

GENERALPARAGRAPH 18

RESTRICTED

c. Rivet (C) is driven incorrectly. The rivethas been driven to excess and /or too much pres-sure has been applied to the bucking bar. Asa result, the head has flattened excessivelyand cracks are attendant. In the majority ofsuch cases, the cracks extend well into theshank of the rivet. Such conditions are ac-ceptable cause for failure of the rivet uponapplication of load. Rivets damaged in thismanner must oe replaced. In the thinner sheetmaterial, the rivet holes become enlarged tothe extent that the sheet must be replaced.

d. Rivet (D) is driven incorrectly. Thiscondition is the result of failure to securethe sheets or parts together prior to riveting,thus causing creeping or distortion of the sheet.In this case, the shank of the rivet has swol I eninto the area produced oy separation of thesheets. The rivet must be replaced. Dri M therivet free oy means of a drill considerablysmaller than its shank diameter; then followwith a dri I I equal in diameter to the estimated

(A) (B) (C)

diameter of the swollen portion. Special careshould be exercised to prevent such occurrence,as it is most difficult to remove drill chipsfrom between the sheets. Upon reriveting, asmooth surface cannot be obtained. Such con-ditions greatly lower the value of compressiveload resistance of the joint. Various skinclamps can be used in connection with rivetingto prevent this occurrence. (See Figure lo.)

e. Rivet (E) is driven incorrectly. An un-balanced amount of head material is locatedabout the centerl ine of the rivet and, as such,the efficiency of the rivet is impaired. Thiscondition is a result of any one or a combin-ation of three things: the rivet bucking barhas not been held securely; it has been forcedto one side oy pressing too hard without adequatesupport; or it has been permitted to bounce andslide carelessly over the rivet. This is amost common error and one which should receivemuch cond iderat ion. The rivet should be re-placed.

(D) () (F)

DRIVEN UNSTEADY DRIVEN SEPARATION UNSTEADY EXCESSIVECORRECTLY RIVET SET EXCESSIVELY OF SHEETS TOOL SHANK LENGTH

BOTTOM VIEW

Figure 18^ Rivet Driving Practices

RESTRICTED

C 10]


f. Rivet (F) is driven incorrectly. The rivethas failed laterally. This condition is a re-sult of improper selection of rivet length,combined with any one or all of the faults ofrivet (E). Sufficient care must be exercisedin proper selection of rivet length. A rivettoo short in length does not permit the requiredamount of head material to be upset. Too muchlength results in a buckled shank. Driving arivet of excessive length also presents possi-bilities of hole enlargement.

19. FITTING OF BOLTS AND SCREWS.

All bolt holes should be the smallest con-sistent with design, and all bolts must be suit-ably locked. Always use the first drill sizelarger than the nominal diameter of the bolt.When in doubt, it is advisable to drill thehole undersize and ream for a close fit.. Boltholes must not be oversized or elongated. Abolt in an oversized or an elongated hole takesnone of the applied shear load until the metalit is holding in shear has slipped enough, andthe remaining bolts sheared enough, to allowthe bearing surface to come in contact withthe bolt. (See Figure ig. ) This shearingaction is a definite failure in these boltsand they are no longer capable of carryingtheir design loads. In some cases of over-sized or elongated holes, it is permissibleto drill or reani the hole until large enoughto permit the insertion of the next size larger

bolt. However, before resorting to this method,

obtain permission from an authorized engineering

officer. When in doubt, it is advisable toreplace the fitting, or fittings, which con-

tains the oversized hole with one in which the

holes are the proper size. To make a bolt in-

stallation structurally sound, bolt threads

-'^'-rN^

must never bear in any part of a fitting. Allbolt holes must be normal to the surface in-volved and must provide complete bearing surfaceto the head and shank of the bolt. Also, anybolt entering an anchor nut must be free enoughto engage the threads in the nut by hand manip-ulation. Although bolt threads must cut com-pletely through the fiber of self- locking nuts,there should be no more than two bolt threadsshowing beyond the fiber. To meet this require-ment, washers may be used under nuts, and shimsmay be added under nut plates. The bolts mustbe sufficiently tight, but too much twist onthe wrench must also be avoided. The inch-pounds twist required should be within a certainrange for the bolt diameter used. The followingchart specifies the twist required. Inch-poundsis obtained by multiplying the pull by the wrenchlength or by the use of a toraue wrench whichis calibrated in inch-pounds (see Figure 20).

BOLT SIZE TWIST (INCH-POUNDS)

AN3A NUAN5AN6AN7AN8

(1032(1/U(5/16(3/8(7/16(1/2

2 0-2550-75

100-lUO1 60-190u 50-500U80-690

Figure 19Bolted Joint With Oversized Hole Figure 20 Bolt Torque Measur ement

Lii]RESTRICTED


RESTRICTED

20. TYPES OF BOLTS, SCREWS, AND NUTS.

With respect to physical properties, bolts,screws, and nuts are of nickel steel and con-form to SAE Spec. 2330. Dimension specifica-tions conform to AN and B standards. Thesespecifications, ooth physical and dimensional,must also be utilized in repair. Generally,only one type of do 1 1 and two types of screwsare required in repair. These types are theAN4-type bolt, the BI248, lOO-degree countersunkscrew, and the 8 1 25 1 button head screw. (SeeFigures 22,2'^, and 24.) The type of nuts usedvaries with the particular application. Generaltypes include the regular self- locking hexagonal,basket anchor, corner anchor, and gang channel(see Figure 2^). The self- locking hexagonalnut (elastic stop nut) can oe used in oil orgasoline, but it should not be used in the con-trol systems where the bolt would oe subjectto rotation. For temperatures over I2IC (25GF),the Hy-Temp hexagonal nut should be used, ratherthan the regular type. It is to oe noted thatthe minumum hexagonal nut height is limited onlyDy the strength requirements of the specifica-tion. In some cases, gang channels are partic-ularly useful, out they should not oe used intension applications. The Boot's nuts in thegang channel may be spaced oy means of punchmarks placed in the channel and they may bereadily snapped in or out of the channel. Inconnection with olind anchoring, the basketanchor nut is also particularly useful, sinceit eliminates accurate jigging of holes. Thecorner anchor nut has a tendency to bend thinnergage sheet stock below .040 inch, and the stand-ard two- lug anchor nuts should be used whereverpossible (see Figure 2^).

21. STANDARD HOLES FOR BOLTS AND SCREWS.

The following chart specifies the sizes ofholes to drill for the application of the var-ious sizes of bolts. It is to oe noted thatbolt holes uti I ized in repai r should be dri I ledundersize, then reamed for a close fit, whereverpossi b I e.

TYPE

RESTRICTED GENERALFIGURE 22

.4375ioio

MARK FORBRONZE

THREAD 1/4- 28NF 3 SPEC. AN-GG6-SI26

DRILL *48 (.076)

CHAMFER 45* X gyOR ROUND END OP-TIONAL- END RAD. T

MAXIMUM 2IMPERFECT TH'DS.

CHAMFER ON BOTTOM FACEIS*' TO DIM. 7/16 OPTIONAL

DASHNOS.

GENERALFIGURE 23

RESTRICTED

HEAD ANGLE 8 DIM.ARE RELATED DIM'S.DIM. V TO BE USEDAS REFERENCE ONLY

B'

STAMP "X"INDENTEDON STEEL

ONLY

ioo*t r

TOP FLAT UNSHAVEDSHAVE CONCENTRIC

WITH SHANK WITHINTOTAL RUNOUT OF .005

THREAD CLASS 3MAXIMUM 2

IMPERFECT TH'DS

CHAMFER1/32 X 45*

ROLLED OR CUT THREADS OPTIONAL

SIZE

RESTRICTED GENERALFIGURE 2^

MEASURED TOSHARP CORNERS

STAMP "X"INDENTED ONSTEEL ONLY

.015 R. MAX. FOR 5/16 a 3/8 SIZES

.OIOR. MAX. FOR * 8, ** 10 8 1/4

THREAD CLASS 3MAXIMUM 2

IMPERFECT TH'DS

CHAMFER1/32 X 45**

ROLLED OR CUT THREADS OPTIONAL

SIZE

GENERALFIGURE 25

RESTRICTED

DIMENSIONS

SIZE aTHREAD

RESTRICTED

24. ALUMINUM WROUGHT STOCK - GENERAL.

The symbol S is used after the formula numberof wrought a I loys to distinguish them from thecast alloys. In the case of heat- treatab 1

e

aluminum, the symbol fol lowing the S indicatesan annealed material, but the symbol T followingthe S indicates a heat-treated, hardened mate-rial. Alloy 24ST in the form of sheet and ex-truded shapes is used almost entirely in theconstruction of the aircraft; but because ofbetter forming qualities, parts are often fab-ricated of 24S0 and subsequently heat treated.Alloys I4ST and I7ST are used for forgings only.Material of I4ST, possessing high mechanicalproperties, is most prevalent in forgings.Material of I7ST finds use where an increasein corrosion resistance is required, with buta slight sacrifice in strength. See Section12 for the required strength of forgings. The

symbol W appl ies only to a I loys requiring arti-

ficial aging and is used principally with the

alloy 53SW to signify a heat-treated, quenched,

but not completely age- hardened material. It

is to be noted that the use of the symbol T to

designate a hard alloy is applicable only to

the heat-treatable alloys, principally 14ST,

I7ST, and 24ST. However, of the wrought alloys,

theri are a few which are nonheat-treatable,

principally 2S, 3S, and 52S. These nonheat-

treatable alloys are also nonstructural; but

because of their malleability, they find par-

ticular use in fairing and filleting. Cold

working hardens these al loys to a certainextent

and this condition is noted not by thesymbol

T but by the symbol H. Intermediateconditions

of hardness are noted as I/4H, I/2H,etc. The

foMoA/ing chart gives general particularsper-

tinent to wrought alloy uses.

ALLOY

14ST

17ST

2UST

24ST

53 ST

53SW

2S

FORM

FORGINGS

SHEET, ALCLAD

EXTRUDEDSHAPES

EXTRUDEDSHAPES

TUBE

SHEET

USE

FITTINGS

SKIN, SPARS, LONGERONS

RIBS, FRAMES, FLOORS,

FUSELAGE STRINGERS

SPAR CAPS, WING

STRINGERS, STIFFENERS

ENCLOSURE & WINDOW

FRAMES ONLY

PLUMBING, LINES

FAIR.ING-, FILLETING


RESTRICTED

oy vi Drat ion, and does not require annealingafter prolonged service.

30. ALUMINUM SHEET, 52S-I/2H.

This alloy possesses the same chemical andmechanical properties as those of 52S0; Dutin similarity to the 2S-I/2H and 3S- I /2H alloys,it is hardened to an intermediate temper oetweenthe soft and hard oy cold working. The materialfinds general use in fillets and fairing whereintermediate values of strength, hardness, andductility are required.

31. ANNEALING ALUMINUM, 2S, 33, AND 523.

The nonheat-t reataD I e alloys, 2S, 3S, and52S, are sufficiently malleaole for cold work-ing in their original state. If these materialshave already oeen strain hardened oy cold work-ing, annealing is instantaneous upon reachingthe proper temperature, and the material shouldoe profdptly removed from the furnace and al-lowed to cool at normal room temperature. Hard-ness is accomplished only oy cold working. Thefollowing chart specifies annealing temperaturepart icu lars.

ALLOY

2S

52S

ANNEALING TEMPERATURE

329-371385-U13329-371

625-700725-775625-700

32. ALUMINUM EXTRUSIONS, 2US0.

This material has values of corrosion resist-ance consideraoly inferior to 2S or 5S, Dutit possesses excellent working and forming quali-ties. The material is heat-treatable, Dut itdoes not work harden. Heat treatment oringsits strength and hardness to a level fully equalto that of 24ST material. All 24S0 materialmust be heat treated after forming.

Figure 26Enlarged Cross Sectionof Ale lad Sheet

Figure 27Typical Extruded Sections

33. ALUMINUM EXTRUSIONS, 2IST.

This material is the hardened form of 24S0aluminum alloy. Extruded shapes of 24ST areextensively employed as stringers, longerons,and spar caps. (See Figure 21.) The 24ST alu-minum alloy composition is the strongest andhardest of al I the a! leys used, but the corrosionresistance of the material is consideraDly in-ferior to 24S alclad sheet. To protect thematerial against corrosion, zinc chromate primermust De applied to all surfaces.

34. ALUMINUM SHEET, 2i+S0 ALCLAD.

This material is identical to 24S0 aluminumalloy; Dut in order to provide greater protec-tion against corrosion, a thin layer of purealuminum 2S is bonded to each side of the sheet.This pure aluminum coating has a yery high re-sistance to direct contact with corrosive agentsand also, Dy electrolytic action, it servesto protect the cut edges of the sheet. Thematerial is slightly inferior in strength to24S0 aluminum alloy, but it possesses excellentforming qualities. Parts requiring severe work-ing and bending should be formed of 24S0 alcladand then heat treated to the full hardness of24ST.

RESTRICTED

[18]


35. ALUMINUM SHEET, 2^ST ALCLAD.

The heat-treated form of 24S0 ale lad is knownas 24ST. This material is the most generallyused of al

Ithe aluminum a I loys and is uti I I zed

for ribs, frames, spars, longerons, stringers,skin, and formers. Although slightly inferiorto 24ST aluminum alloy in strength, 24ST ale ladpossesses far greater corrosion resistance. Oneach face of the high-strength 24ST core is anintegrally bonded layer of relatively high purityaluminum known as the coating. (See Figure26.) This coating protects the core in twoways. It protects the core elect rolyt ical lyand covers the core to prevent contact withcorrosive agents. The material should neverbe fully annea I ed .

36. HEAT TREATING ALUMINUM, 24S0.

The heat treating of 24S0 aluminum or 24S0alclad should be accomplished in either an airfurnace or salt bath furnace. Methods of treat-ment in which the flame may come in direct con-tact with the material are not recommended. Theheat-treating process consists essentially of:( I) heating the material to a prescribed tem-perature; (2) holding the material at this tem-perature for a specified length of time; (3)promptly quenching the material; and (4) allow-ing the material to age harden at room tempera-ture for a specified period. The actual heat-treating temperature of 24S0 aluminum and 24S0alclad must remain constant within a range of4g\-4gqC (9I5-930F) for the time specifiedon the following charts. However, periodsspecified should be timed after the charge hasreached uniform heat-treating temperaturesthroughout the furnace. AJso, when heat treat-

ing parts of varied thickness simultaneously,use the thickest sheet as a timing criterion.For example, when heat treating a sheet of .040- in.

and a sheet of .064^ in. use a minimum heat-treating

time of 30 minutes and maximum heat-treatingtime of 40 minutes.

AIR FURNACE METHOD

SALT BATH METHOD

MATERIAL

GENERALPAR. 37 TO ^0

RESTRICTED

(due to the quenching) should not cause re-jection if the part can De properly straightenedduring assembly or within one hour after quench-ing. In fact, if any rework is necessary, itis advisable to accomplish it always withinone hour after quenching before the aging hasprogressed too far. During this period, themetal may be worked with ease and without dan-ger of cracking. Aging may be retarded byplacing the material in a cold atmosphere.

38. AGE HARDENING.

After quenching, the strength of the 24Saluminum or 24S aid ad gradual ly increases atroom temperature until, after approximately24 hours aging, the material reaches a fullyhardened condition. When this occurs, thematerial is ready for installation.

39. ANNEALING ALUMINUM, 24ST.

When annealed 24S or 24S a I c I ad materialsare required in the course of repair, theyshould be obtained in the annealed condition

/VAA STANDARD ALCOADIE NO.

PRINCIPALDIMENSIONS

from the metal manufacturer. However, if 24S0material is not available, it is sometimes per-missible to anneal 24ST aluminum al loy fullyand to anneal 24ST alclad partially. However,this is not recommended where the material isto be used in location of high stress. Of thetemperature range specified for anneal ing 24STaluminum a I loy, the lower temperature (343C,650F) will anneal the material sufficientlyto permit removal of cofd-working strains asrequired for al I ordinary types of repair fab-rication. The upper temperature (427C, 800F)specified below for 24ST aluminum al loy wi IIpermit maximum annealing; however, the materialmust be held at this temperature for two hours,then cooled to 260C (500F) at the rate ofIOC (50F) per hour. After the temperatureof aluminum alloy has reached 260C (500F),the cooling rate in air is not critical. Itis to be noted that the temperature range spec-ified below for 24ST alclad wi I I only part iai lyanneal the material. Full annealing of 24STalclad is not permitted, because of the rapiddiffusion of the base metal through the aluminumcoating occurring as a result of slow cool ihgfrom high temperatures. The following chartspecifies annealing temperature particularsapplicable to air furnace and salt bath furnace.

ALLOY ANNEALING TEMPERATURE

C366T L249I0

C373LT NONE(ROLLED ALCLAD)

K77A K77A -75.125 -1

Figure 29^Extrusion Equivalent Chart

24ST AL. ALLOY24ST ALCLAD

343-427338-349

650-800640-660

40. BENDING 24S ALCLAD.

Exercise caution in handling alclad materialsto avoid scratching through the pure aluminumcoating. Besides destroying the protectivealuminum coating, scratches in alclad materialare potential cracks which may develop underthe application of stress. Where the materialmust be flanged, a power or hand brake will befound particularly useful. Alclad sheet maybe formed and bent as required, but the allow-able bend radius for the thickness of sheet,as specified herein, should not be exceeded.The following chart specifies particulars per-tinent to the bending of alclad.

ALCLAD

24ST

2US0

ALLOWABLE BEND RADIUS

4 TIMES THE THICKNESS OF THESHEET OR GREATER.2 TIMES THE THICKNESS OF THESHEET OR GREATER.

RESTRICTED[20]

RESTRICTED GENERALFIGURE 29A

/V4/i STANDARD ALCOADIE NO.

PRINCIPALDIMENSIONS

CI07LT-20(ROLLED ALCLAD)

CI23LT(ROLLED ALCLAD)

CI48T

CI80T

C203T

C204T

j020

NONE.040

.75

--| .562 [-*

K734-JJ

K 14280 .75

*-| .531 [--

K 14653

NAA STANDARD ALCOADIE NO

C234LT NONE(ROLLED ALCLAD)

PRINCIPALDIMENSIONS

C245T K 16862ONE -HALF SIZE |.687

C250T

C265T

C266T

KI4654 .078 ^\

.625

iC274T

K16869

.125 *-

GENERALPAR. m TO 46

RESTRICTED

lil. EXTRUSION EQUIVALENT DIE NUMBERS.

In order to expedite the procurement of theextrusions required in the repair of this seriesairplane. North American Aviation standard partnumoers and equivalent die dimensions and num-Ders of the Aluminum Company of America (Alcoa)are incorporated in this Manual (see Figure2q) . It is to De noted that all extruded merrv-Ders are made of 24ST aluminum alloy material.

Figure 30Stress Concentrat ions

^2, SCRATCHES, DENTS, AND CRACKS.

Many parts 'oecome scratched and dented in thecourse of service, thos producing stress con-centrations which may cause failure of the part.Sharp nicks in the smooth surface are especial lydangerous, and care must oe taken at all timesto smooth out such damage. When this is donehigh concentrations of stress disappear. (SeeFigure ^0.) The importance of smoothing outsurface Irregularities cannot be overemphasizedbecause the working stresses are usually sohigh that any defect of this kind may producestresses aoove the strength of the part. Careshould oe taken to ensure that no cracks remainundetected. Cracks in the skin generally occurat points of cold working and when the skinis dri I I ed or dimpled for flush-type rivets orDolts. To arrest the growth of the crack, drilla No. 40 hole at each end of the crack and cleanout any rough material around the crack.

i|3. SUPPORT OF STRUCTURE DURING REPAIR.

It is essential that the structure to De re-paired is adequately supported against distor-tions when any memoer, or part of a memDer, isremoved for assemoly. For Instance, it is veryimportant that the wing De adequately supportedwhen removing a panel of wing skin.

n. EXTENT OF DAMAGE.

When estimating the extent of damage, thesurrounding structure must De careful ly examinedto ensure that no secondary damage remains un-noticed. Secondary damage may De produced insome structure remote from the location of theprimary damage Dy the transmission of the dam-aging concentrated load over the normal coursetoward the Dasic reacting structure. Damageof this nature usual ly occurs where the mostaorupt change in load travel is experienced.If this damage remains undetected, loads ap-plied in the normal course of operation maycause failure of the part. It is to oe notedthat all loads travel toward the structure com-prising the wing attachment to the fuselage.Carefully Investigate all structure across whichthe loads must travel to reach these points.Particularly examine joints for security ofrivets. Dolts, Dent plates, etc.

45. CORROSION PROTECTION.

Vhen repairing parts, adequate measures mustDe taken to prevent the suDsequent occurrenceof corrosion. See Section II for particulars.

Figure Sl-^Priming Aluminum Sheet

One coat of zinc chromate primer should Deapplied to all surfaces of extruded repairmemDers and to the overlapping surfaces of al I24ST alclad sheet repa I r memDers. Always stirzinc chromate primer thoroughly Defore use andapply an even coat with a soft Dristled Drush.(See Figure 91.

J

i|6. TOOLS - GENERAL.

Wherever possiDle, power tools should Deused for repairs; Dut where facilities are

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limited, hand tools sometimes may be employed.Riveting tools are needed most frequently andthese have been described in preceding para-graphs. Occasions arise when repairs are im-practical and a replacement part must be usedin order to restore the component to normaloperating condition. Other occasions arisewhen an assembly will be made more accessibleand hence more conveniently repaired if re-moved from the airplane. For all such oc-casions, a standard tool kit containing anassortment of tools will be necessary (seeFigure 32J

.

jaws. To decrease curvature and to increasecircumference, use stretcher jaws. (See Figure

Figure 32 Standard Tool Kit

^7. METAL SHR INKER OR STRETCHER.

Replacement sections for curved fairing,fillets, and cowling may be readily fabri-cated by ut i I izing a metal shrinker and/orstretcher. The foot- I ever-operated machinehas an upper and a lower set of movable jaws,which move vertically and horizontally, shrink-ing or stretching the metal. These two opera-tions are accomplished by the use of two inter-changeable sets of jaws and side plates. Tooperate this machine, place the sheet betweenthe jaws, and move the sheet along in suc-cessive uniform movements while operating thefoot lever. To increase the sheet curvatureand to decrease circumference, use shrinker

SHRINKINGJAWS SHOWN

Figure 33 Metal Shrinker and Stretcher

48. HAND ROLLER.

The hand roller used for rolling and beadingsheet stock consists of a handle and a setof gears, which in turn are attached throughshafts to rollers, interchangeable as to size,shape, and depth of grooves. Several effectscan be obtained with this tool, the most com-mon of which is the beading of sheet stock.A guide is provided for lining up the metaland a crank is employed to raise or lower theupper ro I ler for a deep or shal low bead asrequired. To operate, adjust the depth tosuit, place edge of material on face of guide,push sheet snugly between rollers, and turnactuating handle. It is not necessary to forceor pull the material through the rollers andonly a slight pressure should be required tokeep the sheet drawing through the roller.(See Figure ^4 .

)

49. HAND BRAKE.

Inasmuch as bent-up sheet stock is employed

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GENERALPARAGRAPH ^9

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extensively in the repair of longerons, spars,frames, and rios, the use of a hand Drake willoe found particularly desirable. By meansof a hand Drake, accurate pending of sheetstock may oe accomplished readily. Most Drakesaccommodate wide sections, Dut the length ofthese sections is limited oy the capacity ofthe hand Drake. The hand brake consists es-sential ly of three parts; the Ded, the jaw,and the taole. The Ded is stationary and hasa level drop surface. The jaw can De movedup and down Dy hand levers and can be adjustedin the horizontal plane Dy means of adjust-ing screws. The taDle is hinged to the Dedin such a manner that it is possible to movethe taDle through an arc of aDout 135 degrees.The horizontal adjustment of the jaw dependsupon the thickness of the material Deing Dentand the radius of the Dend desired. It isimportant that this adjustment De made prop-erly, as otherwise the material oeing bentmay De seriously damaged. If it is desiredto make a true radius inside the Dend, theuse of scrap material placed under the mate-rial oetween the clamping jaws will providegreater radius as required. Scratches shouldDe avoided by protecting the sheets with wrapping

Figure 35 Hand Brake

paper. When ut i I izing th is method of oending,adhere to the radii outlined in a precedingparagraph. (See Figure 35. >*

Figure 34~-Hand Roller Figure 36Bending Sheet Stock Locally

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50. HAND METHODS OF BENDING.

Hand methods of bending are seldom as satis-factory as machine methods; however, if thework is done carefully, satisfactory resultswill be obtained. An improvised bending formmay be made by clamping a steel bar or a hard-wood block on each side of the material andforcing the extended flange down with a smoothboard. (See Figure ^6.) Where the materialis too thick to bend in this manner, bend thematerial down with a steady pressure and, atthe same time, strike the back of the boardwith a lead mallet. Narrow flanges are bestbent by clamping the flange between the met-al bars or wooden blocks and bending the mainbody of the material. If a sharper bend isdesired, a lead mallet may be used to forcethe sheet against the block.

EXTRUDED SECTION

FORMBLOCK

Figure 37 Arbor Press

51. ARBOR PRESS.

Where curved extruded sections are neededin repair, the use of an arbor press will great-

ly facilitate forming operations. Employ-

FORM BLOCK

Figure 38Forming Block

ing a C-type cast structure with a geared thrustarm, the arbor press, used in conjunction withvarious types of forming blocks, gives con-trolled thrust and a wide area of pressure.The arbor press has a variety of uses, butthe bending of extruded sections is of pri-mary concern. To set up and operate the ma-chine properly, center the wood or lead form-ing block on the base, place the extrudedsection on the forming block, place a pro-tective wood block over the extrusions, andapply a desired pressure by means of the handlever. (See Figure 57. J

52. FORMING BLOCKS.

Forming blocks of desired size and shapemay be fabricated from hardwood or lead tofacilitate hand forming of extruded sectionsor bar stock. Used in conjunction with a leadmallet, such blocks assist in making variousbends. Center the aluminum stock on form-ing block and strike with lead ma i let in con-secutive blows until correct curvature is ob-tained. Although this method is not as sat-isfactory as the machine methods, satisfac-tory bends may be made if care is taken. (SeeFigure


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Figure 39 Trimming Machine

53. TRIMMING MACHINE.

Occasionally, straight shears will not sufficefor special trimming or cutting operation.In such instances, the use of a trimming ma-chine, made up of two cutting blades and alarge C-shaped casting, is quite helpful. Theshears may accommodate large pieces of sheetstock. Sheet material between the shear piecesis trimmed by actuating the lever handle. Suc-cessive cuts may be obtained by raising thelever handle, si iding material to new position,and again actuating lever handle. (See Figure 99,)

Figure 40Use of Spiral Reamer

S^. SPIRAL REAMER.

A spiral reamer used with a drill motor isquite satisfactory as a I inear cutter for clean-ing holes in alclad prior to patching. Markthe out I i ne to be cut with a soft penc i I anddrill a 1/4-inch diameter hole in one cor-ner. Insert the reamer into the hole, tiltit toward the operator, and cut on the line.Care should be taken to radius all corners.Sharp corners result in concentrations of stressand ultimate cracking of the material. (SeeFigure 40.)

55. STANDARD POWER AND HAND TOOLS.

The fol lowing I ist is a summation of standard

power and hand tools that may be required inrepair. The reference numbers refer to thetools illustrated on Figure 41.

REF. NO.

1

2

TOOL

FILE HOLDER

KEY-SEAT! NG

SQUEEZER, RIVNUT

USE

USED TO HOLD FILES IN CURVED POSITION.

USED TO KEY-SEAT DRILLED HOLES PRIOR TO IN-STALLATION OF RIVNUTS.

USED TO SQUEEZE RIVNUTS IN DRILLED AND KEY-SEATED HOLES FOR DE-ICER BOOT SCREWS.

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[26]

RESTRICTED GENERALPARAGRAPH bb

REF. NO.

4

5

6

7

10

11

12

13

14

15

16

17

18

19

20

TOOL

PIN PUSHER

BURRING TOOL

BURNISHING TOOL

PLIERS, CRIMPING

IRON, SOLDERING

BRUSH, WIRE

CLAMP, "C"

PLIER, CLAMPING

SKIN FASTENER,CLECO

GUN, CLECOSAFETY

WRENCH, TAP

PUNCH, DRIVEPIN "DRIFTS"

CHISEL

PUNCHES, CENTER

FASTENERS, SKIN

CLAMPS, SKIN

SAWS, HOLE

21

22

PILOT, HOLE SAW

WHEELS, EMERY

USE

USED TO PLACE DE-ICER PINS IN POSITION WHENINSTALLING DE-ICER BOOT.

USED TO SMOOTH TRIMMED EDGES OF METAL.

USED TO SMOOTH MINOR SCRATCHES IN METAL.

USED TO CRIMP TERMINAL LUGS ON ENDS OF ELECTRICWIRES AND CABLES. TWO LARGER SIZES AVAILABLE.

USED IN ELECTRICAL REPAIR WORK FOR SOLDERINGTERMINALS AND CONNECTIONS, AND FOR GENERAL TIN-NING. VARIOUS SIZES, TIPS, AND WATTAGE AVAILABLE.

USED TO CLEAN FILES, WELDS, AND RUSTY METAL ANDFOR GENERAL ROUGHING.

USED FOR HOLDING TWO OR MORE PIECES OF METALUNTIL DRILLING AND/OR RIVETING IS ACCOMPLISHED.

INSERTED IN DRILLED HOLES TO HOLD TWO OR MOREPIECES OF METAL UNTIL RIVETING IS ACCOMPLISHED.

USED TO INSERT SKIN FASTENERS.

USED IN CONJUNCTION WITH TAPS, EZY-OUTS, HANDAND TAPERED REAMERS.

USED FOR DRIVING OUT PINS, RIVETS, AND BOLTS.USE NEXT SIZE SMALLER THAN HOLE.

USED FOR METAL CUTTING, AND REMOVAL OF RIVETHEADS WHERE DRILLING IS IMPRACTICAL.

USED FOR CENTERING HOLES AND AS A PUNCH BEFOREDRILLING TO ENSURE AN ACCURATE DRILL START.TYPES SHOWN ARE BLUNT AND SLIM TAPER.

USED TO SECURE METAL WHEN RIVETING, DRILLING, ETC.

USED WITH PILOT IN HAND AND POWER DRILLS, THESETOOLS ARE EXCELLENT FOR CUTTING CIRCULAR HOLES INDAMAGED SHEET METAL PRIOR TO APPLICATION OFSTANDARD BUTTON PATCH. SIZES RANGE FROM 5/8TO 2 INCHES.

USED TO PI LOT HOLE SAWS.

SMOOTH AND ENLARGE INSIDE EDGES OF LARGE HOLES.SIZES SHOWN 1-1/2 AND 2 INCHES-

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GENERALPARAGRAPH 55

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REF. NO.

23

24

25

26

TOOL

DRILL, TWIST

REAMER, HAND, SQUARESHANK, SPIRAL FLUTED

REAMER, SQUARE SHANK,TAPER PIN, SPIRALFLUTED

EXTRACTOR, EZY-OUT

27

28

29

30

TAP

COUNTERSINK

COUNTERSINK, BACK

SPOT-FACER, BACK

31 FILES, HAND

USE

THIS TYPE DRILL USED WITH HAND OR POWER DRILLSIS STANDARD. SIZES RANGE FROM NO. 80 TO 2I NCHES.

USED FOR ENLARGING DRILLED HOLES TO DESIREDSIZE. VARIOUS SIZES AVAILABLE.

USED FOR ENLARGING DRILLED HOLES INSHEETSTOCKAND FOR REAMING SHAFT HOLES FOR TAPER PINS.IN ELECTRIC AND AIR MOTORS, REAMERS ARE EXCEL-LENT FOR MAKING CUTOUTS IN ALUMINUM MATERIAL.

USED FOR REMOVING THE REMAINING PORTIONS OFBROKEN SCREWS, BOLTS, AND PINS. DRILL HOLE INOBJECT APPROX IMATELY, ONE-HALF THE DIAMETER ,INSERT EZY-OUT, AND WITHDRAW OBJECT BY COUNTER-CLOCKWISE ROTATION.

USED FOR THREADING VARIOUS SIZES OF HOLES FORALL STANDARD THREADS. AVAILABLE IN DIFFERENTDIAMETERS, THREADS PER INCH, AND PITCH.

USED FOR PREPARING HOLES IN HEAVY STOCK FOR USEOF COUNTERSUNK RIVETS AND SCREWS. AVAILABLEFROM 1/8-TO 2 INCHES. DEGREE OF TAPER FORRIVETS AND SCREWS, 78, 82, AND 100.

USED FOR COUNTERSINKING IN LOCATIONS WHEREMOTIVE POWER CANNOT BE APPLIED ON SIDE DESIRED.

USED WITH VARIOUS SIZED PILOTS WHERE ACCURACYOF HOLE LOCATION IS DESIRED. ALSO USED FORFLUSHING BOLT HEADS IN CASTINGS. TYPE SHOWNIS USED IN LOCATIONS WHERE MOTIVE POWER CANNOTBE APPLIED ON SIDE DESIRED, BUT STRAIGHT SHANKTYPE ALSO IS AVAILABLE.

GENERAL: USED FOR FINISHING WORK ON ALL TYPESOF METAL, PLASTIC, AND FIBER, AND ENLARGINGHOLES, BURRING EDGES, SMOOTHING CUTS, REMOVINGMETAL, TOOL SHARPENING, ETC. MANY DIFFERENTLENGTHS, CUTS, AND SECTIONS ARE OBTAINABLE.

VIXEN: A VERY COARSE FILE USED ON ROUGH WORKREQUIRING REMOVAL OF LARGE QUANTITIES OF MA-TERIAL.

BASTARD: A COARSE FILE AVAILABLE IN VARIOUSLENGTHS AND SECTIONS.

MILL: A FLAT FiNE-CUT FILE FOR FINAL FINISH-ING AND TOOL SHARPEN ING.

SMOOTH: SIMILAR TO MILL, BUT OBTAINABLE INVAR lOUS SECT IONS.

Swiss needle: a fine, slim, tapered fileUSED ON delicate WORK AND IN RESTRICTED AREAS.

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[28]

RESTRICTEDGENERAL

FIGURE m

10

18

2 3 4 5 6

12

13

9 20 21 22

I

23 24 25 26 27 28

ii n29 30

8

15 16 17

Figure 41 ~-^ Standard Power and Hand Tools

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GENERALPARAGRAPH 56

EESTRICIED

56. STANDARD METAL-WORKING HAND TOOLS. hand tools that may be required in repair.The reference numbers refer to the tools il

The following list is a brief summation of lustrated on Figure 42.

REF. NO.

1

TOOL

SNIPS, TINNERS

USE

USED FOR STRAIGHT LINE CUTTING OF SHEET METALUP TO .064" THICK.

SNIPS, COMBINA-TION CIRCLE"DUCK BILL"

SNIPS, LEFT-HAND,DOUBLE ACTION"DUTCHMANS"

SNIPS, RIGHT-HAND,DOUBLE ACTION"DUTCHMANS"

USED FOR STRAIGHT LINE AND CURVED CUTTING

USED FOR CUTTING TO LEFT AND/OR CUTTING ENDSOF TUBING.

USED FOR CUTTING TO RIGHT AND/OR CUTTING ENDSOF TUB ING.

HACK SAW, LARGE,ADJUSTABLE

USED FOR METAL, FIBER, AND PLASTIC CUTTING.BLADES VARY IN LENGTH AND IN NUMBER OF TEETHPER INCH.

HACK SAW, SMALL USED FOR LIGHT CUTTING OF METAL, FIBER, ORPLAST I C.

HACK SAW, KEYHOLE

V ISE, DRILL PRESS,SPEED

USED FOR CUTTING HOLES IN RESTRICTED PLACES.

USED TO HOLD OBJECTS WHILE DRILLING.

10

11

12

13141516

17

18

1920

21

22

DRILL,

Documents

North American T-6 Structural Repair Manual