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9/8/98 AC 43.13-1B SECTION 7. BASIC CORROSION REMOVAL TECHNIQUES 6-113. GENERAL. When active corrosion is found, a positive inspection and rework pro gram is necessary to prevent any further dete rioration. The following methods of assessing corrosion damage and procedures for rework of corroded areas could be used during cleanup programs. In general, any rework would in volve the cleaning and stripping of all finish from the corroded area, removal of corrosion products, and restoration of surface protective film. a. Repair of corrosion damage includes removal of all corrosion and corrosion prod ucts. When the corrosion damage is severe and exceeds the damage limits set by the air craft or parts manufacturer, the part must be replaced. b. If manufacturer information and limits are not available, then a DER must be consulted before the aircraft or part is returned to service. 6-114. PREPARATIONS FOR REWORK. All corrosion products should be removed completely when corroded structures are re worked. Before starting rework of corroded areas, carry out the following: a. Document corrosion damage. b. Position the aircraft in a wash rack or provide washing apparatus for rapid rinsing of all surfaces. c. Connect a static ground line from the aircraft to a grounding point. d. Prepare the aircraft for safe ground maintenance. (1) Remove battery(s), liquid oxygen generator container (if installed), and external hydraulic and electric power. (2) Install all applicable safety pins, flags, and jury struts. e. Protect the pitot-static ports, louvers, airscoops, engine opening, wheels, tires, mag nesium skin panels, and airplane interior from moisture and chemical brightening agents. f. Protect the surfaces adjacent to rework areas from chemical paint strippers, corrosion removal agents, and surface treatment materi als. 6-115. FAIRING OR BLENDING RE- WORKED AREAS. All depressions result ing from corrosion rework should be faired or blended with the surrounding surface. Fairing can be accomplished as follows: a. Remove rough edges and all corrosion from the damaged area. All dish-outs should be elliptically shaped with the major axis run ning spanwise on wings and horizontal stabi lizers, longitudinally on fuselages, and verti cally on vertical stabilizers. (Select the proper abrasive for fairing operations from table 6-1.) b. In critical and highly stressed areas, all pits remaining after the removal of corro sion products should be blended out to prevent stress risers that may cause stress corrosion cracking. (See figure 6-14.) On a non-critical structure, it is not necessary to blend out pits remaining after removal of corrosion products by abrasive blasting, since this results in un necessary metal removal. Par 6-113 Page 6-21PDF Image | AFS-640
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