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AC 43.13-1B 9/8/98 (1) The acceptable drill size for rivets may be found in Metallic Materials and Ele ments for Flight Vehicle Structure (MIL-HDBK-5). (2) Avoid drilling oversized holes or otherwise decreasing the effective tensile areas of wing-spar capstrips, wing, fuselage, fin- longitudinal stringers, or highly-stressed ten sile members. Make all repairs, or reinforce ments, to such members in accordance with factory recommendations or with the specific approval of an FAA representative. b. Disassembly Prior to Repairing. If the parts to be removed are essential to the ri gidity of the complete structure, support the structure prior to disassembly in such a manner as to prevent distortion and permanent damage to the remainder of the structure. When rivets are removed, undercut rivet heads by drilling. Use a drill of the same size as the diameter of the rivet. Drilling must be exactly centered and to the base of the head only. After drill ing, break off the head with a pin punch and carefully drive out the shank. On thin or un supported metal skin, support the sheet metal on the inside with a bucking bar. Removal of rivet heads with a cold chisel and hammer is not recommended because skin damage and distorted rivet holes will probably result. In spect rivet joints adjacent to damaged structure for partial failure by removing one or more rivets to see if holes are elongated or the rivets have started to shear. c. Effective Tools. Care must also be taken whenever screws must be removed to avoid damage to adjoining structure. When properly used, impact wrenches can be effec tive tools for removal of screws; however, damage to adjoining structure may result from excessive vertical loads applied through the screw axis. Excessive loads are usually related to improperly adjusted impact tools or at tempting to remove screws that have seized from corrosion. Remove seized screws by drilling and use of a screw extractor. Once the screw has been removed, check for structural cracks that may appear in the adjoining skin doubler, or in the nut or anchor plate. 4-53. SELECTION OF ALUMINUM FOR REPLACEMENT PARTS. All alumi num replacement sheet metal must be identical to the original or properly altered skin. If an other alloy is being considered, refer to the in formation on the comparative strength proper ties of aluminum alloys contained in MIL-HDBK-5. a. Temper. The choice of temper depends upon the severity of the subsequent forming operations. Parts having single curvature and straight bend lines with a large bend radius may be advantageously formed from heat-treated material; while a part, such as a fuselage frame, would have to be formed from a soft, annealed sheet, and heat-treated after forming. Make sure sheet metal parts which are to be left unpainted are made of clad (alu minum coated) material. Make sure all sheet material and finished parts are free from cracks, scratches, kinks, tool marks, corrosion pits, and other defects which may be factors in subsequent failure. b. Use of Annealed Alloys for Struc tural Parts. The use of annealed aluminum alloys for structural repair of an aircraft is not recommended. An equivalent strength repair using annealed aluminum will weigh more than a repair using heat-treated aluminum alloy. 4-54. HEAT TREATMENT OF ALUMI NUM ALLOY PARTS. All structural alumi num alloy parts are to be heat-treated in accor dance with the heat-treatment instruction is sued by the manufacturers of the part. In the case of a specified temper, the sequence of heat-treating operations set forth in Page 4-12 Par 4-52PDF Image | AFS-640
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