Cleaning and Corrosion 12-25

METALS OR RESTRICTIONS OPERATION ABRASIVE PAPER OR CLOTH ABRASIVE ALUMINUM STAINLESS PUMICE 350 ABRASIVE
MATERIALS FABRIC OR STEEL MESH OR WHEEL
TO BE ALUMINU SILICON GARNET PAD FINER
PROCESSED M OXIDE CARBIDE

FERROUS DOES NOT APPLY CORROSION 150 180 GRIT FINE TO X X X X

ALLOYS TO STEEL HEAT REMOVAL OF GRIT OR OR FINER ULTRA FINE
TREATED TO FAIRING FINER
STRENGTHS TO
220,000 PSI AND
ABOVE FINISHING X X X
400

ALUMINUM DO NOT USE CORROSION 150 7/0 GRIT VERY FINE X X X

ALLOYS SILICON CARBIDE REMOVAL OF GRIT OR OR FINER AND ULTRA
EXCEPT ABRASIVE FAIRING FINER FINE
CLAD
ALUMINUM FINISHING 400 X X

CLAD SANDING LIMITED CORROSION 240 7/0 GRIT VERY FINE X X

ALUMINUM TO THE REMOVAL REMOVAL OF GRIT OR OR FINER AND ULTRA
OF MINOR FAIRING FINER FINE
SCRATCHES
FINISHING 400 X

MAGNESIUM CORROSION 240 VERY FINE X X X

ALLOYS REMOVAL OF GRIT OR AND ULTRA
FAIRING FINER FINE

FINISHING 400 X X

TITANIUM CLEANING 150 180 GRIT X X X

AND GRIT OR OR FINER
FINISHING FINER

Figure 12-31. Abrasives for corrosion removal.

any remaining corrosion salts. After the acid has
been on the surface for at least five minutes, it
should be washed off with water and allowed to
dry. Alodine treatment conforming to MIL-C-5541
will also neutralize corrosion, as well as form a pro-
tective film on the metal's surface. Application of
alodine treatment is discussed later.
PROTECTIVE COATING
Although some operators prefer a bare aluminum
finish to save weight, most aircraft owners utilize a
painted finish. Paint is not only attractive and dis-
tinctive, but also provides additional protection
from impact damage and corrosion.
CLADDING
Pure aluminum is considered to be noncorrosive.
However, this is not altogether true because alu-
minum readily combines with oxygen to form an
oxide film. This film is so dense that it excludes air
from the metal's surface thereby preventing addi-
tional corrosion from forming. The disadvantage of
using pure aluminum is that it is not strong enough
for aircraft structural components and, therefore,
must be alloyed with other metals.
As discussed earlier, once aluminum is alloyed,
the alloying agent creates the possibility of dissim-
ilar metal corrosion. However, aluminum alloys
can be protected from corrosion and at the same
time made attractive in appearance by coating
them with a layer of pure aluminum. This is
known as cladding. In the manufacture of clad alu-
minum, pure aluminum is rolled onto the surface
of an aluminum alloy and accounts for five to ten
percent of the total sheet thickness. The cladding
material is anodic as compared to the core mater-
ial, and any corrosion that takes place attacks the
cladding rather than the core.
SURFACE OXIDE FILM
The characteristic of aluminum cladding to form an
oxide film on its surface is of real value in protect-
ing aluminum from corrosion. However, in areas
where cladding is not practical, metallurgists have
found other ways of forming films on metal surfaces
that are hard, decorative, waterproof, and airtight.
Furthermore, these films typically have the added
benefit of acting as a base for paint finishes to
adhere to. The process of applying an oxide film is
performed in the factories by an electrolytic process
known as anodizing.
12-26 Cleaning and
Corrosion
The anodizing process is an electrolytic treatment in
which a part is hathed in a lead vat containing a
solution of chromic acid and water. This process
forms an oxide film on the part that protects the alloy
from further corrosion.
After the oxide film has formed, the part is washed in hot
water and air-dried. Aluminum treated hy this process is
not appreciably affected with regard to its tensile
strength, its weight, or its dimensions. The anodic film
on aluminum alloy is normally a light gray color,
varying to a darker gray for some of the alloys. However,
some aluminum alloy parts, such as fluid line fittings,
are dyed for identification.
In addition to preventing corrosion, the anodic film
produced by the anodizing process also acts as an
electrical insulator. Therefore, the film must be
removed before any electrical connection can be
made. Bonding straps are often connected directly
to an aluminum alloy part, and for this attachment,
the anodized film must be removed by sanding or
scraping.
When small parts are fabricated in the field, or when
the protective anodizing film has been damaged or
removed, the part can have a protective film applied
through chemical rather than an electrolytic process.
This process is known as alodizing and uses a
chemical that meets specification MIL-C-5541 and is
available under several proprietary names, such as
Alodine 1201.
Prior to alodizing a component, all traces of corrosion
must be removed. The surface should then be cleaned
with a metal cleaner until it supports an unbroken
water film. In this water break test, any break in the
film of rinse water indicates the presence of wax,
grease, or oil on the surface, and further cleaning must
be done.
While the surface is still wet, brush or spray on a
liberal coating of the chemical, allow it to stand for two
to five minutes, then rinse it off. If the surface is not kept
wet while the chemical is working, streaks may appear
and the film will not adequately protect the metal.
Therefore, you should work an area that you can keep
wet.
After the chemical has had its full working time, flush
it from the surface with a spray of fresh water. If a swab
or a brush is used, exercise care not to damage the film.
The surface is ready to paint after the alodine solution
dries. A satisfactory application produces a uniform
yellowish-brown iridescent film or an invisible film,
depending on the chemical used.
If a powder appears on the surface after the material is
dried, it is an indication of poor rinsing or failure to
keep the surface wet during the time the chemical was
working. If the powder shows up, the part must be re-
treated.
WARNING: Rags or sponges used in the application of
conversion coating chemicals must be kept wet or
thoroughly washed out before they are discarded. Rags
drying with the chemical in them constitute a fire
hazard.
ORGANIC FILM
One of the most universally used corrosion control
devices for metal surfaces is a good coat of paint. Paint
adherence is not a problem on porous surfaces, but on
smooth surfaces, such as those found on aluminum, the
surface must be prepared in order for the paint to have a
rough surface to which it can adhere. An aluminum
surface is typically roughened with a mild chromic acid
etch, or by the formation of an oxide film through
anodizing or alodizing. The surface can also be
mechanically roughened by carefully sanding it with
400-grit sandpaper. When sandpaper is used, it is
absolutely imperative that every bit of sanding dust
be removed with a damp rag before the primer is
applied. Shop rags or hand towels obtained from a
commercial service do not normally make good rags for
washing surfaces prior to painting. These rags, though
clean, frequently contain silicone or other surface
contaminants that are incompatible with finishing
materials. After removing dust and contaminants,
perform a final cleaning of the surface with aliphatic
naphtha or an approved prep solvent.
Zinc chromate primer has been used for years with
laquer and enamel. It is an inhibiting primer, meaning
that the film is slightly porous and water can enter it
causing chromate ions to be released and held on the
surface of the metal. This ionized surface prevents
electrolytic action and inhibits the formation of
corrosion. Zinc chromate conforms to specification MIL-
P-8585A and can have either a yellow-green or a dark
green color. It is thinned with toluol or some of the
proprietary reducers made especially for zinc chromate.
Prior to applying zinc chromate, the surface to be
painted is cleaned of all fingerprints and traces of oil.
Then a thin, wet coat of zinc chromate is applied with
a spray gun. Because zinc chromate is toxic, always
use an appropriate filter mask or respirator when
spraying zinc chromate or other paint products.
Cleaning and 12-27
Corrosion
The synthetic resin base of a zinc chromate primer
provides a good bond between the finish and the metal. It
also has the property of being dope-proof, which means
aircraft dope does not cause it to lift. When a repair is
made or a part is fabricated, zinc chromate is often
applied to stop corrosion before it ever gets a chance to
start.- problem Toxicity and bonding ability.
of removing all corrosion from unplated steel parts
is by abrasive blasting. Abrasive blasting is typi-
cally done using sand, aluminum oxide, or glass
beads. If a part has been plated, either with cad-
mium or with chromium, exercise care to protect
the plating, since it is usually impossible to restore
it in the field.
A wash primer is used in aircraft factories for priming
new aircraft before they are painted. This two-part primer
consists of a resin and an alcohol-phosphoric acid
catalyst. The material is mixed and allowed to stand for
a short time. It is then sprayed onto the surface with a
very light tack coat, followed by a full-bodied wet coat. It
cures quickly enough that the topcoats can be sprayed on
within less than an hour after the surface is primed.
Epoxy primers are one of the most popular primers for
use under polyurethane finishes because they provide
maximum corrosion protection. A typical epoxy primer
consists of two component materials that produce a
tough, dope-proof sandwich coat between the finish and
the surface. Epoxy primers can be used on aluminum,
magnesium, or steel. For maximum corrosion protection,
they can be applied over a wash primer.
The new finishes that are available for aircraft use give
beauty and protection far greater than the older, more
familiar materials. However, the critical nature of their
mixing and application makes it imperative that the
manufacturer's instructions be followed in detail. Most
finishing materials are classified as "systems" and as such,
each has a specific set of recommended materials with
which it is compatible.
Highly stressed steel parts, such as those used in
landing gear and engines, must be cleaned with
extreme care. If corrosion is found on these parts, it
should be eliminated immediately by removing the
absolute minimum amount of material. A fine stone,
fine abrasive paper, or even pumice typically works
well. Wire brushes should not be used since they
cause minute scratches which can produce stress
concentrations that potentially weaken a part. If
abrasive blasting is used, it must be done with cau-
tion, using a very fine-grit abrasive or glass beads.
After all corrosion has been removed, any rough
edges caused by pitting must be faired with a fine
stone, or with 400-grit abrasive paper. The surface
should then be primed as soon as possible. A dry,
clean surface is an ideal setting for corrosion, and if
not protected immediately, new damage rapidly sets
in. Zinc chromate primer is used to protect most
freshly cleaned steel surfaces. [Figure 12-32]

TREATMENT OF FERROUS METALS

As with other materials, ferrous metal structures and
components require some form of protection from
corrosive agents to maintain their strength. However,
because of their different chemical composition, ferrous
materials must be treated differently to achieve the same
results.

MECHANICAL CORROSION REMOVAL

Unlike aluminum, the oxide film that forms on ferrous
metals is porous and attracts moisture. Therefore, if
any trace of iron oxide remains on an iron alloy, it
continues to convert the metal into corrosion. The most
effective method of removing rust is by mechanical
means. Abrasive paper and wire brushes can be used,
Figure 12-32. Clean the area around corrosion pits to a width
but the most thorough means that is 10 times the depth of the corrosion, and a length that
is 20 times the depth of corrosion. This ensures that all
traces of corrosion are eliminated.
12-28 Cleaning and
Corrosion
SURFACE TREATMENT airtight oxide film. Steel is galvanized by passing it
through vats of molten zinc and then rolling it
A number of options exist for treating ferrous metal
smooth through a series of rollers.
surfaces. These options include plating, galvanizing,
painting, and metal spraying.
NICKEL OR CHROME PLATING- Chromium
One way to protect ferrous metals from corrosion is
through chrome plating. This plating process produces
an airtight coating over the surface that excludes
moisture from the base metal. There are two types of
chrome plating used in aircraft construction: decorative
and hard chrome.
Decorative chrome is used primarily for its appearance
and surface protection, while hard chrome is used to
form a wear-resistant surface on piston rods, cylinder
walls, and other parts which are subject to abrasion.
Parts to be plated with hard chrome are normally ground
undersize and plated back to their proper dimension.
Engine cylinder walls are often plated with a porous
chrome, whose surface has thousands of tiny cracks
which hold oil to aid in lubrication.
CADMIUM PLATING
Almost all steel aircraft hardware is cadmium-plated.
This soft, silvery-gray metal is electroplated onto the steel
to a minimum thickness of 0.005 inch. It provides an
attractive finish as well as protection against corrosion.
When the cadmium plating on a part is scratched
through to the steel, galvanic action takes place and the
cadmium corrodes. The oxides which form on the
surface of the cadmium are similar to those which form
on aluminum in that they are dense, airtight, and
watertight. This means that no further corrosion can take
place once the initial film has formed. This type of
protection is known as sacrificial corrosion.
GALVANIZING- for steel part mostly
Steel parts such as firewalls are typically treated with a
coating of zinc in a process called galvanizing. The
protection afforded by this process is similar to that
provided by cadmium plating in that when penetrated,
the zinc corrodes and forms an
METAL SPRAYING
Aircraft engine cylinders are sometimes protected from
corrosion by spraying molten aluminum on their surface.
To accomplish this process, a steel cylinder barrel is
sand-blasted absolutely clean, then aluminum wire is fed
into an acetylene flame where the wire is melted and
blown onto the surface by high-pressure compressed air.
Corrosion protection afforded by this treatment is sacrificial
corrosion, similar to that provided by cadmium and zinc
coating.
ORGANIC COATINGS
The most common organic coating used to protect ferrous
metals is paint. However, like aluminum, the surface
must be properly prepared to ensure a good bond. Dry
abrasive blasting typically removes all of the surface oxides
and roughens the surface enough to provide a good bond
for the paint. However, parts which have been cadmium-
plated must normally have their surface etched with a
five percent solution of chromic acid before the primer
adheres.
After surface preparation, a thin, wet coat of zinc
chromate primer is sprayed on and allowed to dry.
The final finish can usually be applied after about an
hour.
TREATMENT OF
MAGNESIUM ALLOYS
Magnesium is one of the most active metals used in aircraft
construction. However, because of its excellent weight-to-
strength ratio, designers accept its corrosive tendencies.
Magnesium alloys do not naturally form a protective film
on their surfaces the way aluminum does, so special care
must be taken so that the chemical or electrolytic film
applied during the manufacturing process is not destroyed.
Cleaning and Corrosion 12-29
MECHANICAL REMOVAL OF CORROSION
When magnesium corrodes, the corrosion products
occupy more space than the metal. Therefore, magnesium
corrosion typically raises paint or, if it forms between lap
joints, it swells the joints. When corrosion is found on a
magnesium structure, all traces must be removed and the
surface treated to inhibit further corrosion.
Since magnesium is anodic to almost all of the
commonly used aircraft structural metals, corrosion
should not be removed with metallic tools. Any
metallic tool can leave contaminants embedded in the
metal that cause further damage. Therefore, stiff
nonmetallic bristle brushes or nylon scrubbers are used
to remove corrosion. If corrosion exists in the form of
deep pits the corrosion must be cut out with sharp
carbide-tipped cutting tools or scrapers. If abrasive
blasting is used to remove corrosion from magnesium,
use only glass beads which have been used for nothing
but magnesium.
Many engine parts are made of magnesium, and these
parts require special cleaning procedures. Because of the
high temperatures and contaminants in engine
compartments, carbon deposits build up on engine cases
and become baked on. These contaminants are removed
through a process called decarbonization.
A decarbonizing unit consists of a heated tank and a
decarbonizing agent, either water soluble or
hydrocarbon based. Parts are immersed in the heated
liquid which loosens the accumulated carbon. Complete
removal, however, sometimes requires brushing,
scraping, or grit blasting. Magnesium parts must not be
placed in the decarbonizing tank with steel parts, and
metallic cleaning materials such as brushes or abrasives
are not to be used.
surface with rags and allow it to stand for about ten or
fifteen minutes, then rinse the part thoroughly with
hot water.
A treatment which forms a more protective film is a
dichromate conversion treatment such as Dow No.
7, which conforms to MIL-M-3171A Type IV. This
solution is applied to the metal and allowed to stand
until a golden brown oxide film forms uniformly on
the surface. Once this occurs, rinse the surface with
cold water and dry it with compressed air. The oxide
film is extremely soft when it is 'wet, and it must be
protected from excessive wiping or touching until
it dries and hardens. This film is continuous and
protects the magnesium surface from corrosion by
excluding all electrolyte from its surface.
Like aluminum alloys, magnesium can also have a
film deposited on its surface by electrolytic methods.
Anodizing magnesium with the Dow No. 17 process
produces a hard, surface oxide film which serves as a
good base for further protection by a coat of paint.
Magnesium is such an active metal, and magnesium
skins are usually so thin that it is absolutely essential
that only the proper solutions and proper procedures
be used for corrosion treatment. Rather than mixing
your own pickling and conversion coating solutions,
use prepared chemicals meeting the appropriate MIL
specifications, and follow the manufacturer's
recommendations in detail.
CORROSION PREVENTION
As stated earlier, the best way to prevent the for-
mation of corrosion is to eliminate one or more of its
basic requirements. This is typically done by
removing the electrode potential difference
within the metal or preventing the introduction of an
electrolyte.
SURFACE TREATMENT
After all of the corrosion has been removed, a chromic
acid pickling solution, which conforms to MIL-M-3171A
Type 1 (Dow No. 1), is applied. A satisfactory substitute for
this solution may be made by adding about 50 drops of
sulfuric acid to a gallon of 10 percent chromic acid
solution. Apply this to the
DISSIMILAR METAL INSULATION
It is often necessary for different metals be held in
contact with each other. When this is the case, dis-
similar metal or galvanic corrosion can take place. In
order to minimize this danger, the areas to be
12-30 Cleaning and
Corrosion
joined are sprayed with two coats of zinc chromate
primer, and a strip of pressure-sensitive vinyl tape
is placed between the surfaces before they are
assembled. [Figure 12-33]
POWERPLANT PRESERVATION
Reciprocating engines present special problems for
controlling corrosion. Oil absorbs contaminants
such as carbon, sulphur, and hydrocarbons as an
engine operates. If the oil remains in the engine for
any length of time, these contaminants can form
powerful corrosives that attack the internal parts of
the engine. Therefore, engines that are to be stored
must first be preserved.
When preparing an engine for storage, the engine
must be drained of oil and refilled with a suitable
preservative. Some manufacturers require that the
engine be run for a short period to heat the preserv-
ative oil and coat all internal surfaces. When the
engine is stopped, the spark plugs are removed and
the propeller is rotated until a cylinder is at bottom
center. The cylinder is then sprayed with preserva-
tive oil. When all cylinders are coated, desiccant
plugs are installed in the spark plug holes to absorb
any moisture. It is important not to move the pro-
peller after applying the preservative oil, since the
pistons will break the preservative seal and allow
corrosion to form.
In addition to the engine, the propeller should be
wiped with an oily cloth. This leaves a protective
film on the propeller's surface which inhibits the
formation of corrosion. Never use acid or alkaline
cleaners on metal propeller blades.
FASTENERS
When steel fasteners are used in an aluminum struc-
ture and are subjected to a corrosive environment,
the holes should be drilled and countersunk, treated
with a conversion coating material such as Alodine,
and then primed with zinc chromate. Furthermore,
the fasteners should be coated with the primer and
installed wet. This treatment does not ensure a com-
pletely insulated joint, but it does exclude moisture.
Figure 12-33. This chart lists the metal combinations requiring a protective separator. The separating materials can be
metal primer, aluminum tape, washers, grease, or sealant, depending on the metals involved.
Cleaning and Corrosion
12-31
 SEALERS AND SEALANTS
The higher speeds of modern aircraft have brought
requirements for aerodynamic sealers used to fair the
edges of wing skins. Airplanes flying at high altitudes
require pressurized cabins and as a consequence, every
place that plumbing or electrical wiring passes through
a bulkhead must be sealed with some form of plastic
sealer. Integral fuel tanks are actually a part of the wing
structure, and every rivet joint must be sealed to prevent
fuel leakage.
When a repair is made, every trace of the old sealer must
be removed and the surface prepared for the new sealer.
Clean the surface with the recommended cleaner and
remove every trace of fuel, oil, and fingerprints. Apply
the new sealer and feather the edges down exactly as the
instructions specify. This type of material is critical and
has no tolerance for careless work or methods of
application which are not recommended.

Electrical connectors are potted, or sealed, with a special

sealing compound to exclude water which would
corrode the terminals and lead to intermittent electrical
contact.

All of these sealers have specific requirements and are

used for unique operating conditions. Therefore, when
replacing any sealer, be very sure to use exactly the
same material that was originally used, or a substitute
specifically approved by the airframe manufacturer.
These materials are usually of the two-component type,
having one container of resin and one of accelerator or
catalyst. The mixing sequence, proportions, time, and
temperature must be rigidly adhered to. Otherwise, there
is likely to be a poor bond between the sealer and the
metal. [Figure 12-34] Figure 12-34. Fuel tanks are sealed with a special resilient sealer
in all of the seams.