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AC 43.13-1B CHG 1 9/27/01 melts, the copper iron is drawn slowly along the seam. As much solder as necessary is added without raising the soldering copper iron from the job. The melted solder should run between the surfaces of the two sheets and cover the full width of the seam. Work should progress along the seam only as fast as the sol der will flow into the joint. 4-89. AIRCRAFT PARTS NOT TO BE WELDED. a. Brace Wires and Cables. Do not weld aircraft parts whose proper function depends upon strength properties developed by cold- working. Among parts in this classification are streamlined wire and cables. b. Brazed and Soldered Parts. Do not weld brazed or soldered parts as the brazing mixture or solder will penetrate and weaken the hot steel. c. Alloy Steel Parts. Do not weld alloy steel parts such as aircraft bolts, turnbuckle ends, etc., which have been heat treated to improve their mechanical properties. d. Nos. 2024 and 7075 Aluminum. Do not weld these two aluminum alloys (that are often used in aircraft construction) because the heat from the welding process will cause severe cracking. The 2024 aluminum is most often used in wing skins, fuselage skins, and in most structured airframe parts. The 7075 aluminum is most often used in machined fittings such as wing-spar attachments, landing-gear attach ments, and other structural parts. 4-90. WELDING ROD SELECTION. Most aircraft repair shops that are prepared to make weld repairs should have the basic se lection of welding rods available. The best rods to stock, the metals they weld, and the AWS specification number are shown in ta ble 4-15. 4-91. REPAIR OF TUBULAR MEM BERS. a. Inspection. Prior to repairing tubular members, carefully examine the structure sur rounding any visible damage to insure that no secondary damage remains undetected. Sec ondary damage may be produced in some structure, remote from the location of the pri mary damage, by the transmission of the dam aging load along the tube. Damage of this na ture usually occurs where the most abrupt change in direction of load travel is experi enced. If this damage remains undetected, subsequent normal loads may cause failure of thepart. b. Location and Alignment of Welds. Unless otherwise noted, welded steel tubing may be spliced or repaired at any location along the length of the tube. To avoid distor tion, pay particular attention to the proper fit and alignment. c. Members Dented at a Cluster. Repair dents at a steel-tube cluster joint by welding a specially formed steel patch plate over the dented area and surrounding tubes. (See fig ure 4-34.) To prepare the patch plate, cut a section of steel sheet of the same material and thickness as the heaviest tube damaged. Trim the reinforcement plate so that the fingers ex tend over the tubes a minimum of 1.5 times the respective tube diameter. (See figure4-34.) Remove all the existing finish on the damaged cluster-joint area to be covered by the rein forcement plate. The reinforcement plate may be formed before any welding is attempted, or it may be cut and tack-welded to one or more of the tubes in the cluster joint, then heated and formed around the joint to produce a smooth contour. Apply sufficient heat to the plate while forming so that there is generally a gap of no more than 1/16 inch from the con- Page 4-62 Par 4-88PDF Image | AFS-640
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