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9/8/98 AC 43.13-1B 1-36. GENERAL. The basic standard for any aircraft repair is that the repaired structure must be as strong as the original structure and be equivalent to the original in rigidity and aerodynamic shape. Repairs should be made in accordance with manufacturer specifications whenever such data is available. 1-37. REPLACEMENT OF DRAIN HOLES AND SKIN STIFFENERS. When- ever repairs are made that require replacing a portion that includes drain holes, skin stiffen- ers, or any other items, the repaired portion must be provided with similar drain holes, skin stiffeners, or items of the same dimensions in the same location. Additional drain holes may be required if reinforcement under a skin re- pair interferes with waterflow to existing drain holes. Make any additional drain holes the same diameter as originals, usually 1/4 inch. 1-38. CONTROL SURFACE FLUTTER PRECAUTIONS. When repairing or refin- ishing control surfaces, especially on high- performance airplanes, care must be exercised that the repairs do not involve the addition of weight aft of the hinge line. Such a procedure may adversely affect the balance of the surface to a degree that could induce flutter. As a gen- eral rule, it will be necessary to repair control surfaces in such a manner that the structure is identical to the original, and that the stiffness, weight distribution, and mass balance are not affected in any way. Consult the aircraft maintenance manual or seek manufacturer’s direction for specific requirements on checking control surface balance after repair and refin- ishing of any control surface. 1-39. SCARF JOINTS. The scarf joint is the most satisfactory method of making an end joint between two solid wood members. Cut both parts accurately. The strength of the joints depends upon good joint design and a thin, uniform bond line. Make the scarf cut in the general direction of the grain slope as shown in figure 1-4. SECTION 4. REPAIRS No grain deviation steeper than 1 in 15 should be present in an outer eighth of the depth of the spar. In adjacent eighths, deviations involving steeper slopes, such as a wave in a few growth layers, are unlikely to be harmful. Local grain slope deviations in excess of those specified may be permitted in spar flanges only in the inner one-fourth of the flange depth. Par 1-36 Page 1-15 FIGURE 1-4. Consideration of grain direction when making scarf joints. 1-40. SPLICING OF SPARS. Unless oth- erwise specified by the manufacturer, a spar may be spliced at any point except under the wing attachment fittings, landing gear fittings, engine mount fittings, or lift and interplane strut fittings. These fittings may not overlap any part of the splice. A spar splice repair should not be made adjacent to a previous splice or adjacent to a reinforcing plate. Spacing between two splices or between a splice and a reinforcing plate should be no less than three times the length of the longer splice.PDF Image | AFS-640
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