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9/8/98 AC 43.13-1B engines the cylinder baffles, rocker box covers, drive covers and pads, and accessory and su- percharger housings are fastened with fiber in- sert lock nuts which are limited to a maximum temperature of 250 °F. Above this tempera- ture, the fiber insert will usually char and, con- sequently, lose its locking characteristic. For locations such as the exhaust pipe attachment to the cylinder, a locknut which has good locking features at elevated temperatures will give invaluable service. In a few instances, fi- ber insert lock nuts have been approved for use on cylinder hold-down studs. This practice is not generally recommended, since especially tight stud fits to the crankcase must be pro- vided, and extremely good cooling must pre- vail so that low temperatures exist where the nut is installed. e. Information concerning approved self-locking nuts and their use on specific en- gines are usually found in engine manufac- turer’s manuals or bulletins. If the desired in- formation is not available, it is suggested that the engine manufacturer be contacted. f. Refer to Chapter 7, Aircraft Hardware, Control Cables, and Turnbuckles, for addi- tional information on self-locking nuts. 8-10. METALLIZING. Metallizing inter- nal parts of aircraft engines is not acceptable unless it is proven to the FAA that the metal- lized part will not adversely affect the airwor- thiness of the engine. Metallizing the finned surfaces of steel cylinder barrels with alumi- num is acceptable, since many engines are originally manufactured in this manner. 8-11. PLATING. Before restoring the plat- ing on any engine part in accordance with the manufacturer’s instructions, the part should be visually inspected and have an NDI performed before any cylinder reconditioning. In general, chromium plating would not be applied to highly-stressed engine parts. Certain applica- tions of this nature have been found to be satis- factory; however, engineering evaluation of the details for the processes used should be ob- tained. a. Dense chromium plating of the crank- pin and main journals of some small engine crankshafts has been found satisfactory, except where the crankshaft is already marginal in strength. Plating to restore worn, low-stress engine parts, such as accessory drive shafts and splines, propeller shaft ends, and seating surfaces of roller and ball-type bearing races is acceptable but requires compliance with FAA-approved data. b. Porous chromium-plated walls of cylinder barrels have been found to be satis- factory for practically all types of engines. Dense or smooth chromium plating, without roughened surfaces on the other hand, has not been found to be satisfactory. (1) Cylinder barrel pre-grinding and chromium plating techniques used by the military are considered acceptable for all en- gines, and military-approved facilities engaged in doing this work in accordance with military specifications are eligible for approval by the FAA. (2) Chromium-plated cylinder barrels have been required for some time to be identi- fied in such a manner that the markings are visible with the cylinder installed. Military- processed cylinders are banded with orange enamel above the mounting flange. It has been the practice to etch on either the flange edge or on the barrel skirt the processor’s initials and the cylinder oversize. Most plating facilities use the orange band as well as the permanent identification marks. (3) A list of engine and maximum per- missible cylinder barrel oversize are referenced in table 8-1. Par 8-9 Page 8-5PDF Image | AFS-640
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