Handbook of Structural Repair PBY 5RESTRICTED . AN 01-5M-3 Handbook of. Structural Repair 4 : pica NAVY MODELS PBY-5 * PBY-5A * PBY-6A ” ARMY MODEL OA-10 a Airplanes . . THIS PUBLICATION SUPERSEDES AN O1-5MA-3 DATED 15 DECEMBER 1944 ' ‘| : 1 PUBLISHED UNDER JOINT AUTHORITY OF THE COMMANDING GENERAL, ” ARMY AIR FORCES, AND THF CMNCE OF THE BUREAU OF AERONAUTICS NOTICE—This document Zontains information affecting the nofional de- = Fante of the United Stotes within the mecning of the Expionoge Act, 50° U. S.C, 31 ond 32, ot amended. —ftz transmission or the revelction of its contents in any manner to an unauthorized person is prohibited by low.RESTRICTED I POLICY GOVERNING DISTRIBUTION AND USE OF THIS PUBLICATION sence cred deeteel fore tacon she ments OF the ae hfetrnrnes bY eld sdSaceane Recast af ‘carey regulations will be abet ‘maner oty be disclosed to : Secs eben appears ie Be of Rewtioed pene may be ecko sabe a ral ae ot cotton ror pte TD ateese aise ‘Berformtnce of sk de adidas Salers boa sees Fa Bi cere a ed a Crear Lener SAE Rat Sasne demincrtere siksteagr wie ike Sea, el ann ena TS Siiret nerey munis mintstv maaan PERG ERERAEE 2 Ti pataion i S cal article to feaon of the independently of sinc 3, Nektar a br this publicadon.? Basie willbe comm ag lef, mareie for Ie Jcolames, and che si Sitch i fret dole nd ete olietbara eee sla stats ca ‘ONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: SESE O.Np 00-62 bse ate 1, evllnaat CAP Fors Zh hast Ale Tm. a Ol ath do ga sae Bees , eo o> at ERR EER aR OS cs : : “oe nee Soop Bes poo”) RESTRICTED &| i e is | | | e RESTRICTED Teble of Contents _AN 015M TABLE OF CONTENTS SECTION J Paragraph GENERAL... ~ 444. Nose Wheel Enclosure....... Paragraph Olas Page. 4.50, Main Wheel Well Enclosure... 87 1A, Type of Construction... 2 438, Pilot's and Waist Gunner's Enclosures...” 87 1.14, Inspection for Damage... aca : : 1-45. Support of Structure During Repair. see SECTION V~ : paeee te logan waters i ALIGHTING GEAR 4 1.52. Classification of Damage. ener ne : 1-58. Balancing Control Sucfaces rarer ding Gear ee 5.12, Nose Landing Gear : 134 SECTION tt 3.18. Flosts ae EHisCiciag WING GROUP. : 5.28, Drag Panel Pree Le 17 5.36. Struts. : focereeee ML 7 vw. : * ” SECTION VI 2.37. Wing Bulkheads . i . ENGINE SECTION ~:~ 245. Integral Fuel Tank. : 48 254. Nacelle 2... 49 ee crn : 7 i 2.62. Wing-Hull Attachment... “9 Ga eee SUNY * : 2.66. Struts and Strut Attachment... 54° 6436. Engine Mount .. - = ye 2.70. Leading Edges -. sive 34) 626. Note Conand pees 2275, Trang Eager ooo LL) 54 636 Wrap Com and Cow Panes 2.83. Aileron ... eters 39 - 2.91, Panel Splice Pei 60 SECTION VII 7 - FABRIC REPAIRS 00.0.0... 5.20. ..157, SECTION IL ‘TAIL GROUP i SECTION VII : Bl. Genéral ee tg EXTRUSIONS AND EQUIVALENT _ 35. Horizontal and Vertical Stabilizers, 62 SECTIONS .... eee 3-14. Elevator and Rudder Hgts Oy . ae ‘ eovtt! ooo iardies 2 7 SECTION Ix : ‘SECTION Woy : . TABLE OF HEAT TREATED FITTINGS s i60 E HULL GROUP . “a. : ce eg APPENDIX 1 43. : 79. 43. : rig REPAIR MATERIALS |. 417. Chine and Steps. : at 4-23. Bulkheads and Beltframes,........ Bie APPENDIX II 434. Keel 200.I RESTRICTED ist of Mlustrations AN PAGE BUSES: 6 Elevator Jig Points... 7 14. Airplane Leveling Lugs... 8 1:5. Types of Repair by Patching and Insertion. 9 146 Determination of Unbalance Caused by Repair 10 I 1.7. Determining Static Balance... u 18, Static Balance Points... oss ss az “V9. Rigging Diagram 0.00 B Main Airplane Componenca ss Dot tie eae * ‘Wing Access Doors . 20 2-3. Wing Plating Diagram, Seen ag 2-4, Wing Stringer Diagram... wn B 25. Wing Plating—Negligible Damage 24 2-6. Stringer Nomenclature. cee Template for Determining Rivet Patterns.” 26 Wing Skin Patch—Stringer Damaged 27 aa, 2B 29 30 32 Typical Wing Skin Patch. : . Wing Skin Insertion Repair. 1. Spars—Negligible Damage 2. Spar Veiele~Netinbe Denage L Spur Web Reps oe Tighe moe a! 3 pos Damage . 5 38 fi Bulkhead Web Patch... >... Hae 42 -19, Bulkhead Rail Repair. no BB re hen nea ate pied alantl : 223. Wing—Hull Fiing--Negligible Damage. ae [2+ Wine Hull Fning Soper Scoop—Negtgile Damage ss : *” 2-25. Wing Strute—Negligible Damage. ‘i 50 26, Wing Strut Fitings—Neglgible Damage. 3a 27. Leading Edge Anaching Strip Repais 32 28, Leading Edge Skin Repsir. 233 29. Trailing Edge—Nepligible Damage... sa 30. Trailing Edge Rib Repaie... | 31. Formed Trailing Edge Repairs 3 32. Aileron Leading Edge Repair, ree OT ps Pe ere le ee 34 Substicute Stringer Splice Firing. 39 in Tail Components... [6 “ fail Station Diagram. RESTRICTED.» 0 ray 01-5M.3 LIST OF ILLUSTRATIONS FIGURE PAGE 3:3. Horizontal Stabiliser—Negligible Damage 3-4. Vertical Stabilizer—Negligible Damage 35. Horizontal Stabilizer—Spar Repair 36. Vertical Stabilizer Spar Repair... 37. Beaded Lightning Hole Repair 3-8. Typical Hydropress Flange Repair 39. Elevator—Negligible Damage 3-10, Rudder—Negligible Damage 3-11. Elevator Spar Repair on 3:12. Elevator Torque Tube Repair 3:13, Elevator Rib Repair. oe 41. Main Hull Components aie 42 Hall Station Diagram. 43, Hull Flood Water Line 44. Hull Plating Diagram a 45. Hull Plating and Stringer—Nepligible Damage .... Seat 46 Typical Hull Plating of Web Repaic 47. Hull Stringer Diagram (sheet 1of 2) | 48. Typical Hull Stringer Repair... "49. Typical Chine Repair... 4-10. Hull Step Repair—Station 5.0... 411, Negligible Damage—Nou-Hydropress Type 412. Negligible Damage—Hydropress Type Beltframes .... epee 413, Beltframe 4.1—Negligible Damage 414. Beltfeame 4.2—Negligible Damage 415. Beltframe 4.3—Negligible Damage 416. Bulkhead 1—Negligible Damage... 417, Bulkhead 2—Negligible Damage. 421. Bulkhead 6 and 7—Negligible Damage 422. Bulkhead 9—Negligible Damage 423. Vertical Stabilizer Frames— Negligible Damage ... a 424. Bulkhead 1 Repair... 425. Repair for Beltframes 1.33, 1.66, 5.25, 5.50, 575, 6.2, 64, 65, 6.8. cee 4-26, Repair for Beltframes 25, 4.1 and 43... ‘4:27. Repait for Beltframes 3.33 and 3.66.___ 428. Bulkhead 4 Repairs... 429. Beltframe 4.2 Repairs... 430. Bulkhead -5-Repaiey 431. Keel—Negligible Damage 432, Twin Keel Repair... o o7 68 70 n 72 73 74 75 76 7 280 a2 3 8 85 86 88 or 92 93 cyFIGURE 4:33. Maia Keel Repair... 434, Main Wheel Well Enclosure—Negligible Damage : 4.35. Main Wheel Well Enclosure Repair 5-1. Main Alighting Gear Components 5.2, Float—Negligible Damage ...... 5.3. Float Keel Repair. : 5-4, Float Chine Repair | 5.5. Float Drag Panel—Negligible Damage 5-6, Float Drag Panel Repair... 5-7, Float Struts—Negligible Damage... 5-8. “Vee” Strut Repai—Float 6-1. Engine Section Components.” 62. Oil Tank—Negligible Damage RESTRICTED __AN 01.5.3 PAGE 123 as" 126 132 135, 136 7 9 140 44d 142 2146 147 RESTRICTED List of Hlustrations “LIST ¢ OF ILLUSTRATIONS FIGURE PAGE 63. Typical Access Door—Oil Tank’... ...148 64. Vertical Stiffener Repair—Oil Tank... 150 65. Horizontal Stiffener Repaly—Oll Tank......151 Corner Repair—Oil Tank...... 132 Engine Moust—Negligible Damage... 154 Nose Cowl Repair. cee ASS, Wrap Cowl and Cow! Panel Repair 136 Extrusions and Equivalent Sections 158 Bl. Typical Repairr—Equal Angles... 174 Bz Typical Repairs—Unequal Angles... ..175 B-4. Typical Repairs—Extruded Zee Sections. _._177 BS. Typical Repairs—Extruded Tee Sections... 178 B6. Typical Bullet Patch Repair v9 B33. Typical Repaire—Bulb Angles vost 176RESTRICTED AN 01-5M.3 I Introduction antocinted aiigles, brackets, clips and supporting struc- ture have been omitted from the illustrations Sad de, to cover repairs to each major isplane’ separately. Typical iepaiss WY part of the airplane are given ia Ap. ‘organization of the book is shown by I the Table of Contents.» : consulted. - i; Sse I Because of the lack of a standard terminology in the "aircraft industry, certain terms wed throughout this ‘manual are illustrated below for clarification, Controls, armament, intruments, furnishing and the WING BULKHEAD wnTeR— costac LAP SPLICE SPUCE PLATE, | | ! | | HULL BELTFRAME BUTT SPLICE (RESTRICTED oe ; KEELSON ie ier ne1-2. The PBY.6A is an amphibious fying boat designed for both land and water operations. The bull and re- tractable ving tp floats provide a means of landing fon water while the retractable tricycle type landing gear enables the sirplane to land on the ground. 1.3, WING. The wing is a semicantilever beam of con- ventional two-spar akin stringer design braced by two wing-hull struts on each side of the airplane. The wing assembly is composed of a center section and two re. movable outer panels which include the ailerons. At. tachment of the wing to the hull is accomplished by means of the struts and two bolted joints at the cen- ter of the sirplane (at ull bulkheads 4 and 5). 1.4, EMPENNAGE. The PBY.5A empennage has ~ _ been redesigned for the PBY.6A to incorporate over. hanging balances,on the elevatort and rudder and to l decrease the rudder chord and increase the rudder height. The two tails are strvcturally similar. This man ~ ual will discuss the structure of the PBY-6A tail. Where dissimilarity exists the detail design of both will be covered. 1:5. The empennage group consists of « vertical sta- biliner (ie lower hall of which ib an ienegeal ve of the bull), « horizontal stabilizer, « rudder and two watorn, = 4-6. The horizontal sabilizer is 9 two spar construction from the center line to mation & and a ection our, board of this point. Bulkheads are trum type. The whole assembly is covered with 245-T aluenioum alloy sheet on extraded stringers. The stabilizer is attached t0 the lower fin by four large Stings and six smaller intermediate Stings. 1.7. The lower portion of the rudder structure is a closed box formed by the curved leading edge skin and «Single spar; in the vicinity of the upper hinge «wo spars are employed. The vertical load of the rudder taken thru the lower beating plate into the hill tail cone. The rudder ties to the vertical fin by means of three binge arma, ‘ 18. The elevators are two panels joined rigidly to- gether by an aluminum alloy torque tube to which « es astiched. They are essentially « D-Secr tion to which the trailing edge ribs are attached, Five hinges support the two clevators, the centerline hinge being common to both, : Eight bulkheads comprise the ipporting struc. ture. Four of these are water-tight dividing the bull into five watertight compartments. Water loads are "taken by the hull bottom to the bulkheads and reacted. the Leel and sides of the hull. Landing loads td by the Ianding gear are transferred primarily 2 7 eee fe ~, RESTRICTED, I Section 1 RESTRICTED Poragrophs 1-1 to 1-18 AN 01-5M3 I — Sree 7 He “SECTION T rere E aoe GENERAL tk TYPE OF CONSTRUCTION, through steel fittings into hull bulkheads 4 and 5 which are the main structural members of the hull. 110. ALIGHTING GEAR. The landing gear coa: sists of two main wheels attached by shock struts and retracting mechanism between hull bulkheads 4 and 5, and a nose-wheel attached to « shock strut and re- tracting mechanism located in the bow of the bull. 1.1, ENGINE AND NACELLE. Two R-1830.92 en- ines are mounted to the center section of the wing by means of welded steel tube engine mounts. 142, The engines are faired by the nacelle faiis which converge to the contour of the top and bottom wing surfeces, 4.13. For a more comprehensive description of the va- rious structural components refer to the section of the handbook covering the specific item. a 1-14, INSPECTION FOR DAMAGE. 1.15. GENERAL. The airplane should be inspected periodically for damaged structure. A thorough exami- nation will permit the preparation of a detailed repair plan which will insure the availability of the necessary materials and tools and will prevent loa of valuable time. Remove all grease, dir, ete, at and in the vi cinity of the damage, so that the extent of cracks, con. dition f rivets, welds, etc, may be accurately de- termined. 1.16, Structural parts should be inspected for dents, - ceracksy holes, scratches, breaks, sharp corners and abrasions, loose, sheared or otherwise damaged rivet clongated river holes, bowing, distortion, worn spots and corrosion. Dents and wrinkling in skin sheeas should be inspected to insure that they are not stress wrinkles caused by failure of vital structure. Bent of twisted structures may be straightened and used un-- leas cracks appear in the straightening process. All cracks should be stop drilled. Large cracks will necessi- tate the use of a new parts . 117, Test watertight joints for leas. Check hinges, fasteners and locking mechanism to determine whecher their operation has been impaired. If damage is to fab- ricccovered surfaces, the internal structure of the Zom. Ponent should be inspected through access holes pro- vided. If damage is in locations where inspection is im. possible because of inaccessibility, access holes should be made in accordance with Sgure 2.28, or the section of fabric chould be removed if access holes do not facilitate complete inspection. 1.18. Experience has shown that when « bullet strikes sheet material, it heatreata the metal ia the vicinity of the bullet hole. This metal is-thus-embrittled and mi- ‘ute cracks are'created by the impact of the bullet, It * good practice therefore to trim a Uberal amount ofmetal away from bullet and shell holes when cleaning “up she damaged area, 1.19, Inspection should determine the relative amount of work involved in effecting « repair, as compared to that of replacing damaged members with new parts if available. is t 1-20, Included in each section is a separate paragraph containing information pertinent to inspection of dats. ed structure, together with a list of the types of dam- - that may be encountered. Necessary special inspec. | tion procedures are also provided in the applicable se. Pair instruction paragraphs, 121, Whenever damagé to a structure is discovered, the adjacent structure should be carefully inspected for secondary damage. Such secondary damage “fre- quently occurs as a Fesult of overloading caused by the original damage. Since heavy shock loads may be trans. sitted through several structures, rivets and boles may be loosened and sheet metal buckled quite « distance ‘away from the area of primary damage. Rivets should be checked in order to determine if they have sheareds | Terai er ig setae 1.22, Also check for any skin wrinkles, elongated rivet or bolt holes, fine hairline cracks, damaged control ca- | bles or damaged fuel or hydraulic lines. _ 1:23, If the airplane is damaged by shell fre, the route of the projectile should be followed and the above steps taken. @ 22. vers. 1 psriaterly important to check Fivets closely. A rivet may be strained or even sheared ‘off and yet appear normal by catual inspection; rivets | may streich or fail, leaving the head intact. For in. stance, after straightening a beat member all of the structure adjacent to it should be inspected for loose Fiveta. Always use a feeler gage when inspecting for damaged rivets, checking for tipping or rising of heads and for separation of the riveted members at the rivet shanks. Also inspect carefully for elongated rivet holes which may often be detected by a close examination of the sheet surface near the head. The alight impression made in the sheet by the rivet head when driven will be exposed if the rivet has moved in elongating the hole. 1.25. RIVET TYPES. When making repairs the same ‘ype of rivet should be used as in the surrounding struc. ture unless otherwise specified. Rivets vary in head type “and material. Flat head riveu are wed on internal structure while brazier head rivets are generally used om surfaces exposed to the slipstream. 1-26. Countersunk riveti are used for specie pur: ove; either for clearance of to obtain = smooth, low drag external surface for aerodynamic reasons. 1.27. The types of aluminum alloy rivets used in the original construction of the airplane are: : ® a AN-425° (78° Countesiunk): AN-426- (100° Countersunk) rivets are used on later airplanes replac- 2 RBANABS RESTRICTED AN 01-5M-3 General Manual for Structural Repair, AN O1-1A-1 = : “RESTRICTED Section 1 Paragraphs 1-19 to 1-32 b. AN-426 (100° Countersunk). + Q4303 (115°. Countersunk) —This is a CVAC standard rivet. It has been replaced by AN-426 rivets ‘on current production airplanes. 4. AN-442 (Flat bead). +e. AN-4S6 (Brazier head). £. Q4305 (Brazier head).—This is a CVAC stand- ard rivet which has been replaced in current produc- ‘don airplanes by AN.456 rivets. ‘& 22Q013 (Mushroom head) —This is a CVAC standard rivet formerly used in the fuel tank area. It hhas been replaced on current airplanes by AN-430 1h. AN-430 (Round head).—Thesé rivets aré used in the fuel tank area. A better clamping action and therefore berter fuel tightening is obtained with these rivets than with the brazier head type. - 1-28. All of the above rivets may be obtained in two materials 17S (type D rivet) and A-17S (type AD- river). Only the type D rivet is use ‘a the original construction of the airplane. - 1-29. For information on identification of the rivet, material and for illustrations of the head shapes refer to General Manual for Structural Repsic, AN O1-1A-1. 1.30. RIVET SUBSTITUTES. Rive most generally _ available in the field are AN425, AN426, N42 and 7 AN456. The following substitutions are pr-mnissible: Rivet Acceptable Substitut - ” ANas AN426 (in 100° bo: *y) AN426 AN425 (in 78° hole vias) ANA30 ANGS6 AN442 AN@30, AN456 > ‘AN456 ‘AN@30 "Q" Standards See c, f, and ¢ above 1.31. AI7S-T rivets (AD) which can be driven ax pur chased without heat treatment may be substiruted for” = 17S-T rivets (D), which require heat-treatment before” driving, for all repair rivets of 3/16 inch diameter or eas if: (@) at least half of the rivets substituted are in- creased to the next larger size, the added rivets being | = distributed evenly throughout the patters, or (b) in accordance with the following rule: if 8 or fewer A175. 7% T rivets are to be mubstituted for 17S-T rivets of the °°. same size, add one additional rivet to the pattern. If! from 9 to 16 rivets are involved, add 2 additional A17S- T rivets; from 17 to 24, 3 additions! rivets must be sdded to the pattern. This rule applies for 14”, 5/32” and 3/16” dia, rivets. For rivets lea than ¥4” dia. the - AI7S-T type may be substituted without the addition of any rivets to the pattern of an increase in the diam ° exer of any of the rivets. All repair rive of % inch diameter ot larger should be of the heat-reatable (17S- T) type. a : 1.32. Heat-treatment of 17S-T aluminum alloy rivets 7 “Whall be in accordance with standard practice. (See ‘ ‘AIZST rivets are driven without heat-treatment,”l Section I rographs 1-33 to 1-48 I 1-33. Steet or aluminum alloy bolts may be substiruted for 178-T (D) rivets eceasary 10 eliminate heat: ‘estment of rivets in making repairs. Note that if bolts are substituted for rivets so that « mixed bolt-ivet pat. term results, (this condition should be avoided when. ever ponible) the bolts must fir their holes with ¢ max: imum clearance of 002". If all of the rivets in the pat. [ager ised ith boty che bot ue i within 005", 1.34. The use of blind rivets for making repaizs in crideal structure is not recommended. If the [sere Soy meet 1 Saeed skin should be removed to permit access, or a removable cess door should be made. (See figure 2.28.) I 155. CORROSION. The entire structure should be inspected at regular intervals for damage from cor. rosion, Aluminum corrosion is especially prevalent wherever moisture tends to collect. Dissimilar metals, er ertn pe and should therefore be closely inspected. Eqtipment which i badly corroded contains deep pits, holes, of cracks, However, corrosion cannot always be detected by visual examination alone, but mey sometimes be foxind under blistered or faking paint. When corrosion | appears on materials having an iron base, it appears in the form of a red rust; om materials having « copper base, as green formations; and on materials having ea slomioum or magnesium base, a1 white formations, ‘The extent of ordinary corrosion can be determined by for pits with a fine needle. The degree of cor vill vary with the type of corrosive medium which contacts the metal, the period of exposure, the | ‘age of the protective paint or oil fillers, and the time which has elapsed between removal of the airplane from the corrosive medium and the inception of Parts which are simply stained or etched with |. stow pining ave generally vice ty So dition occurs in a highly stressed corrosion does not short period of time; however, the effect of any corrosion can be minimized by expediting salvage. For information pertaining to the protection of the structure from damage by corrosion; refer to. the General Manual for Structural Repair (AN O11A.1), 1.36, All ihe slumioum alloys, lad and unclad, isi che sirplane have been anodized, This treatinent provides excellent protection against corrosion of the surface of the metal and results in improved adherence of paint subsequently applied. When facilities are avail- able ‘repair parts should be anodized, otherwise the Parts should be covered with two coats of green primer With thorough drying tishe allowed between costa.“ 7. SHEET. Because of the type of construction ‘wed most of the metal sheets used for the fabrication of the primary structural members of the airplane are rmsd, that is, they” carey load. If the continuity of of this akin is interrupted, the load “must pass the hole. In sone casts this will overloed the srroundig structure and result in a failure. Te ia ism RESTRICTED AN 01-5M-3 Portant therefore that damage to skin be repaired in ‘accordance with the instructions given in the manual. Particular attention shall be given to the rivet pattem used in repairs. 1.38. The 24S-T aluminum alloy used in the construc: tion of che sirplane is in a definite physical condition and its strength will be adversely affected. by the im- proper application of heat in making repairs. All alum. inum alloy parts are installed in the heat-treated (hard) condition. However, in order to fabricate certain parts with small bend radii 248-0 (soft) material must be used. Before such a part may be installed in the ain. plane it is essential that it be HEAT-TREATED to the 245-T (hard) condition. If 24S. material is not avall- able, 24S.T material ‘may be annealed, the part formed and then resheat-treated to 24S.T. S 1.39. The repairs outlined in this manual are designed to call for repair parts to be nade from 245.T when- ever pousible to avoid the heat-treat operation. When,, because of severity of the bend, 245-O material is called, THESE PARTS MUST BE HEAT-TREATED TO 24S-T BEFQRE INSTALLATION IN THE AIR. PLANE. The parts should be heat-treated in detail, chat is before assembly to other repair parts. (Refer to Sse. tion V of the General Manual for Structural Repais, 1.40. Repair illustrations in this manual indicate the bend radius to be used for each repair part. For fabri. cating repair parts not covered by the illustrations, com sult the Gederal Manual for Structural Repair, AN 01; 1A-1, for the proper radius. 1-41, Alclad sheet stock, (aluminum alloy coated with Pure aluminum) is used in the fuel tank area’ of the wing as well as in a few isolated regions throughout the airplane. For purposes of repair, this material tay be treated like ‘aluminum alloy. However, for equal gauges, alclad is weaker than aluminum alloy anid therefore the following two points are important from a. strength ‘standpoint: . iz ee ‘. Aluminum alloy may alvays be substituted for alelad sheet of equal thickness. ar b, Alclad sheet may never be substituted for aluminum alloy unless the lose of stredigth is compen sated by.an appropriate increase of one gauge in sheet 1-42, Most steel parts in the sirplane ‘are heat-treated, ‘Usually the component parts of « steel! assembly axe welded and then the assembly is hestreated. There is an exception to this procedure, however; provided electric are welding is used, it is not necessary to noi imulize an aisembly after welding if the components have been normalized in detail Specific repair procedures for eel assemblies are given in the applicable sections of the manual : che 1.43. INSPECTION. AFTER “REPAIR Inspection should be’made during eich stage of « repair before it becomes inaccessible, The sepair should be checked against the ‘removed damaged ‘section or’ duplicats Do : ne 2l sess Pca INBOARD FACE OF BUSHING. HINGE BRACKET. aerucrure to determine that proper repair was under taken, Repaie inspection should provide positive assur- ance that required heat-treatment exists in all repair | Pars, that required bolt hole tolerances have been ob- tained, thet sizes of plates ot members and number size, type and location: of repair rivets or bolts specified for repair have been used. It is also important to in- spect the anti-corrosion precautions such as chromate | tape of paste application, anodizing and use of proper coats of primer and final finish. 1-44, After repair, the structure should be examined for damage which’ may have resulted from repair op-- exations, Occasionally it will be found that the vibration caused by riveting has loosened older rivets or that rivets have been formed poorly or that plating has been dimpled severely. Frequently errors in drilling weaken the structure by Z frame channels, or webs of bulkheads, Also, in cleaning up damage, accidents may occur which will necessitate independent repairs of a removal resulting in a repeti- tion of repait, If preliminary measurements between eo reference points are taken, recheck these measurements curred, In final inspection determine that all tools, damaging legs of extrusions, flanges of ‘iM aREN FROM EXTREME DIM TAKEN FROM EXTREME. END OF BUSHING: figure 1-1—Aileron Jig Points Section 1 Paragraphs 1-44 to 1-47 DIMTAKEN FROM OUTBOARD ace Or pusmine: HINGE UN V \ S - sceaps, chips, and miscellaneous parts have been re- moved, leaving the area clean and the finish intact. 1-45.. SUPPORT OF STRUCTURE DURING _ REPAIR, ‘ Before any repair or replacement of a member of _ basic structure is undertaken, it is essential that the ‘and thereby make certain that distortion has not oc- should be pa mructure be suitably and firmly supported to prevent distortion. Concentrated loads, such ax the engines, fuel, or landing gear, should be removed or independ cently supported. If special cradles and jigs are not avail: ° able, temporary supports such as wooden cradles or jigs should be made for the purpose. ie 1.46. The wing should be supported by auxiliary struts, ot should be removed from the airplane and supported by cradles. These supports should be placed at the wing bulldteade. For removal of the wing refer to “Hand: book of Ereaion and Maintenance Instructions PBX. 1.47. The bull should be supported by cradles placed ‘at bulkheads and beltframes. Cradles may be made of — ‘wood to fit the contour of the hull bottom. The cradle th felt at points of contact with reyest scoring. The hull can also be sup- the full toSection I RESTRICTED AN O1-5M-3 Figure 1-2-Rudder Jig PointsRESTRICTED AN O1-5M3 141 f OVERALL DIMENSION (AF) Jom. TAKEN FROM INBOARD FACE. JOF HORN Fitri DIMTAKEN FROM INBOARD FACE, ay OF FITTING. QZ ondrBion far) HINGE LINE DIM TAKEN FROM OUTBOARD FACE OF FITTING ee FROM INBOARD FACE OF HORN, : £ o i ‘DIM. i eens : iting Beau aura : ® So aaa aceon ad : _ResTRICrEDRESTRICTED yraphs 1-48 to 1-55 AN O1-5M-3 PROCEDURE FOR LONGITUDINAL LEVELING ‘OF AIRPLANE PROCEDURE FOR |” LATERAL LEVELING OF AIRPLANE Figure 1-4—Airplane Leveling Lugs rted by installing the main beaching gear on the aire ine and rolling the airplane on two elevated plat- ul Permits easy access to the lower portion of -48. The control surfaces (aileron, rudder and cleva-- ) should be su ii i Sse 1-52. CLASSIFICATION OF DAMAGE, - fi loasdoe Eire tha SS" SP SUSEINCATION OF Bia tos -49. LEVELING THE AIRPLANE. _ of ee Quite often a amaze will require « rer Ee levting log for Iateral leveling are lo. - tion of two or more of these types of repair des fet oe pa foe a fos Te lvl ae to Fadw” 008 pical examples of each clas aré given level of the door. (See figure 1-4.) Lay any straight , below. BH and a spirit level acrons the leveling luge and jack "> one side of the aisplane « few inches off the proved, en jack up the other (34. NEGLIGIBLE DAMAGE. Negligible damage is that damage or distortion which cen be permitted to of the airplane until the gaist as is or corrected by a simple procedure (remow.” level indicates level position. This is done while ing dents, stop drilling cracks, temporary fabric paich: lane ‘Hon clther the beaching gear or landing ing, etc), without placiog eather flight, 51. The leveling luge for longitudinal leveling are ted on the port side of the sisplane above the hal, are attached to beltframe 5.50 and 525, on PBvs airplanes and beltfr,RESTRICTED Section t AN O1-5M-3 Poragrophs 1-56 te 1-59 Figure 1-5—Types of Repair by | Patching ond Insertion RESTRICTED “7: |< peers or other formed part would consist possibly of a rein- forcing strip laid over the damaged area or another formed part nested in and riveted to the damaged par (See figure 1-5.) Patches should be designed to utili existing rivet patterns when possible. Repairs to water- tight bulkheads, bull, and floors are made water-tight / by the use of zinc chromate tape, or equivalent seals inserted between the overlapping edges of the patches.” Repairs in the fuel tank are made gas tight by the use of neoprene as a gasket material and by using gas tight river spacing. 1.56. DAMAGE REPAIRABLE BY INSERTION. Repair by insertion may be defined as a repair which by reason of the extent of damage does not lend itself to patching because of the excess weight which would nec- ‘essarily be added. For example if a stringer were dam- aged over a long length the damaged portion would be removed and a new stringer length inserted. The new piece would be spliced into the untouched structure at ‘each end. (See figure 1-5.) 1.57. DAMAGE NECESSITATING REPLACE- MENT. Replacement repair is employed wherever the damage is too serious to employ any of the foregoing methods of repair. It consists of removing the part damaged and replocing it with an identical part or the fabricated structural equivalent. When this repair is employed, the method of attachment, unless, further damage to adjacent members makes deviation necessary, should be the same as thet used in the attachment the original part. Parts damaged by fire must alway be replaced. i 1.58. BALANCING CONTROL SURFACES, 1.59. GENERAL. The possibility that the major con- velop trol surfaces of an airplane might oscillation (flutter) in flight is eliminated by controlling the distribution of weight so chat the balance of the | ir hinge lines is maintained between: its. Most critical is the degree of edge heaviness about the hinge line. Due to ights are added to the leading’ edge to offset some of this unbalance. The addition of weight to the surfaces in the form of repsics may die \ turb the initial unbalance sufficiently to exceed safe. limits and could therefore become possible cause of” destructive oscillation of the surface in tight. Minor patching of fabric surfaces, which adds negligible weight to the control surface, need not be considered catise for checking the balance. The nearer the patch is to the hinge line of the surface, the less will be its effect con the balance. Large, heavy, or numerous patches, es pecially those on or near the trailing edge, should therefore be avoided by making = section, replacement ‘or by partial recovering. In most cases, the addition of weight during repair will tend to make the balanced and it will be to add '& count weight. After any repair which necessitates removing. the surfaces from the airplane, check the suitic balance’RESTRICTED AN O1-5M-3 COUNTERWEIGHT A= DISTANCE FROM HINGE LINE TO CENTER OF REPAIR. B= DISTANCE FROM HINGE LINE TO CENTER OF ADDED COUNTERWEIGHT. (C= WEIGHT CHANGE CAUSED BY REPAIR.” We WEIGHT OF COUNTERBALANCE IC TO BE ADDED. ALLOWABLE T.£. REPAIR TOLERANCE Figure 1-6—Determination of Unbe fore remounting the surfaces. Prior to making « bal- ince check, the surface must be completely assembled ind finished with balance weights, hinge Sittings and im tab operating rods‘all in place, -60. The leading edge of control surface is that por- jon of the control surface which lies forward of the pinge and trailing edge is thet, portion which lies aft f the hinge line. |-61. In the following text limits are placed upon the mount of tail heaviness that a surface can possess. There is no limit placed upon the amount of nose of cading edge heaviness other than the actual amount of veight added in the form of repairs and counter- reights. The addition of too much weight to the lead. ng edge of the surface may cause failure of the hinge earings or in the case of « heavy counterweight, it nay cause local failure of the skin and structure at the oint where the counterweight is secured to the leading dges : 62, ALLOWABLE REPAIR WRIGHT. CS leaves the factory, the port has two counterweights in its leading edge, one REPAIR Ned at the extreme outboard end between ribs 1 and — EREPAIR CHINE Sarre +E counter 1 WEIGHT oS 8 it SECTION AA 1ce Caused by Repair 2 and the other between ribs 10 and 11. The starboard, aileron has one counterweight located in the leading. edge at-the inboard end between ribs 13 and 14, 1.64. The maximum-allowable repair, without rebalanc- ing, that may be added to the-port aileron aft of the hinge line is 18.7 inch pounds. : 1.65. The maximum allowable repair, without rebal- ancing, that may be added to the starboard sileron aft of the hinge line is 2.6 inch pounds. 1.65. ELEVATOR. A three pound counterweight is tiveted to the leading edge of each PBY.6A elevator just inboard of the outboard hinge. The PBY-5 and PBY.5A elevators do not have counterweights, 1.67. The maximum allowable repair without rebalane- ing that may be added to the PBY-5 and PBY.5A air. plane elevators aft of the hinge line is 22.6 inch pounds. 1.68. For PBY-6A airplane ‘levator, 104.7 inch Pounds may be added aft of the hinge line. 1.69. RUDDER. A174 pound counterweight is se. “cured to the leading edge"of the PBY-5 and PBY-3A *” airplane rudder just below the upper hinge. The PBY- ‘SA sisplane rudder has no counterweight attiched to ig , 7 RESTRICTED == seeRESTRICTED AN 01-58-39 Section 1 rographs 1-70 to 1-77 WEIGHT CONTAINER: ‘SURFACE [PIN ORBOLT DIA] AILERON ELEVATOR INBGARD EMO RUDDER TOP OF LEVEL-BLOCKS. LEVEL WITH HINGE. LINE: ‘LEVEL TABLE Figure 1-7—Determi since ita design brings it within the allowable limits of tail heaviness, 1.70. The maximuin allowable repair, without rebalanc- ing that may be added to the PBY.S and PBY.5A air. Plane rudders aft of the hinge line is 5.0 inch pounds. 171, For the PBY-GA sirplane rudder, 78.0 inch Pounds may be added aft of the hinge line,“ 1.72, DETERMINING AMOUNT OF UN- BALANCE CAUSED BY REPAIR. (See gure 1.6.) 173. The repair patches, together with all rivets and fastenings should be weighed and the weight recorded. If any parts are removed, their weight should be te. corded and then the net weight change calculated. The ‘et wtighi’change is the difference between the weight of the patches plus their attaching parts and the weight of the parts removed. 1-74. Locate the hinge line and measure the distance’ from the hinge line to the center of the patche 175. Multiply the distance from the hinge line to the crmtcr of the repair by the net weight change as, de. = | RESTRICTED’ Stotie Balance termined in paragraph 1.56 above. This will give the inch pounds added by the reps : 1.76. If this Ggure is more than the maximum allow. ” able, a weight must be added on the opposite side of the hinge line from the repair. 1-77. To determine the amount of weight to be added Proceed as follows: ‘ 1. Subtract the maximum allowable repair in inch pounds, which can be obtained from paragraph 1-51, from the rephir weight determined. in paragraph 1- above. This is the amount of unbalance in excess of the maximum allowable. b. Decide on the approximate location of the counterweight to be added and measure the distance from the hinge line to the center of the weight. The counterweight should be i repair as posible. - Divide the amount of repair i maximam allowable aa obtained in_paregraph 1-62 “above by the distance from the hinge line to the center” of the counterweight. This is the weight of the counter balance to be added. Bee oraaueG| Section 1 RESTRICTED | AN O1-5M-3 PBY-5 & PBY-5A 2-2:IMPORTANT? crore Becinne enEcHNE SFERATONS Tr AINBCANE ‘Shoucs se LeveLes, aunoen. RESTRICTED AN 01-5M.3 TRAILING EDGE CENTER PANEL. Due To AccunenareD FoLenancns wt ree FABNCATION OF Tras Aercane DuCrORS Gein 2 arr con a, SOERARLY Frow one ARPLANE VO ANOTHER, Oweven, tres ite RELATIVE’ Wr ALIENS 5° Te ARPLANE. aT TOLERAMCES ARE OPA nose crven, ‘Te TAMeMMENT SOUL 86”:C Assume_a-repair is_made so the tailing edge of talleron. ‘Weight or repair and attaching parts 0.90 Ibs. | Weight of part removed 0.1016: ‘Net weight change +080 Ibs. Distance from hinge line to center of ir: 25, [ repaigt “30 Ibs, x 25 in, = 20.0 inch pounds added by repair Maximum allowable tailing edge heavy for port aileron is 18.7 in. Ibs. 20.0 — 18.7 = 1.3 in, Iba. excess of maximum | allowable Counterweight to be located approximately 8.5 in. forward of the hinge line. | “Therefore 1.5 = 15 tbs. weight to be added. 4. If repairs are made om both the leading and railing edges of « control surface, the emouat of un- | Bren cE ca'by the repie wil be the diferences be tween the unbalance caused by each repair. 1.78. DETERMINING STATIC UNBALANCE. (See figure 1-7.) The tail heavy characteristics of the con- trol surfaces may be expressed in term of pounds at « certain point on their tailing edge. This point om exch “the suefaces is located on figure 18. There are cer- (sciatic and macinom taloee of eal benvionss “that must be adhered to when rebalancing «control surface. These values are as follows: port aileron, 1035 pounds; starboard aileron, 8.46 pounds; PBY.5 snd PBY-5A clevatorn, 8.0 pounds; PBY-GA elevators, 11-18 pounds; PBY.5 and PBY-5A rudder, 9.72 poundes and PBY-6A rudders, 1.21 pounds. | 55. Mouse the surface on it hinge Grings so that i in a horizontal, level portion and so that ite ro- tation will not be reticed. ] 1.80. Place «balance scale under the trlling edge of the eurface at the point indicated in gure 1-8. A spring scale may be used in place of the balance scale. 1-81, Subtract the weight of the leveling blocks from the scale reeding. This is che amount of tail heaviness pouessed by the surface. If this figure i more chan the maximum speciied for the surface being balanced, « counterweight must be added to the leading edge. I iS lese then the minimam specited a counterweight must be added aft of the hinge line or one removed from the | ee RESTRICTED RESTRICTED AN O1-5M-3 1.82) To determine the~amount- of counterweight needed, hang a lightweight container from the approxi ‘mate-center-of-the-lecation-at-which the counterweight is to be added. 1.83. Drop small weights, such as screws, nuts, nails, gravel, or sand, into the container until the reading of the scale (minus the weight of the leveling blocks) sup- porting the control surfaces in the neutral position does not exceed the maximum, or minimum values for that control surface. : 1.84. Remove and weigh the container and its-contents. ‘This weight is the minimum amount of counterbalance required. 1.85. SECURING ADDITIONAL COUNTER. WEIGHTS. Counterweights should always be located as nearly as possible directly forward of trailing edge repairs and directly aft of nose section repairs. Nose section weights may be in the form of aheet stock formed to suit the contour of the inner skin of the nose section, or may be cut ffom bar stock (lead, wrought iron, or cast iron). In the use of bar stock, wooden of the weight. * i 1.87. Counterweights may be secured to the leading edge of the aileron by inserting thear through the zip- pered acceas doors on the upper surfaces of the aileron, 1.88. When inserting counterweight in the leading edges of the elevators and rudders, cut an access door in the leading edge near the place where the counter- ‘weight is to be added and work through this opening. (See figure 2-32 for typical access door.) Bohs 1-89, Access openings must be cut in the trailing edge of the control surface when attaching counterveights to the trailing edge. Refer to the General Manual for Structural Repair, AN 01-1A-1, for fabric patching and seeRESTRICTED AN 01-5M-3Be2-1, GENERAL, (See figure 2.1.) 2:2. The wing of the PBY type airplane is a semi-canti- lever beam divided into three main assemblies, « cen: ° ter section and two outer panels. The outer panels may bbe removed from the center section and the center sec tion from the hull if desired, for repair. It is attached to the Hull by two bolted wing-hull fittings at the center of the airplane and by four struts bolted at one end to the wing and at the other end to the hull. 23, The main structural units of the wing are the : front spar, the rear spar, the upper and lower skin. stringer combinations and the bulkheads, all fabricated from aluminum alloy sheet or extruded stock. 24, Virtually the entire load of the wing is carried by the inter-spar steucture, « small part of the load being carried by the leading edge stringers. The wing is di- vided into 28 stations, on each side of the center line. The center line of the wing is designated as Station 1, Each station occurs at a bulkhead point, and the bulk. head. is often designated by the station number, as “bulkhead 1,” or “bulkhead 414.” Most of the bulk. heads in the wing are of the truss type fabricated from _ Sither extruded angles or zee sections. 2.5. Damage to cither spars or plating is usually criti- cal and therefore particular attention should be paid to the repairs outlined and the instructions given in the text for these items. : 2.6. The fuel for the PBY is carried in the center sec- tion in tanks, termed “integral tanks,” which are formed: by the spars, upper and lower surfaces, center line bulk heads and one gas tight bulkhead on either side of the wing at Station 5. Repairs to this area require special treatment to insure gas tightness. Neoprene is used as gasket material on all faying surfaces and is shows om + most of the repair illustrations. For repairs outside the | gas tank area these saine repairs may be used simply by omitting the gasket material and changing the gauge of any fillers affected by deletion of the gaskets, 2.7. Location of wing access doors is shown in figure 2-2, 2.8. Tn making major repairs, the wing should be sup. ported at outlined in Parograph, 1-45. 2.9. Hf jogeling equipment ig available many of the repaira given may be greatly simpliGed by elieninating filler. Since such equipment is not generally available all repairs have been designed to use fillers. No fillers hhave been used where the step-offs are fers than .030, 2.10, NEGLIGIBLE DAMAGE to the wing seructure is discussed under the repair of each component. ‘This -a. Ne-daix sw erack or break in 9 type of damage is defined as that damage or distortion the plating in the fuel tank area can be considered neg.” Tiiet can be permed to exis a i, or corrected by a - igile if ur Leda nocnt develop therefrom. If fuel | Himple profedure (removing dents, stop drilling cracls, "cells are ‘ed this sean damage might be considered” eae RESTRICTED aon : Ena pean Ot Tete TTC pag ba scan a SECTION : WING GROUP temporary fabric patching, ete.) withour placing restric- tions on flight. 2.11. The wing is divided into three classes of structure according to structural function: : 4, Skin.stringer, spar flanges; carrying wing bend. ing loads. 'b. Front and rear spar webs and stiffeners, carry: ing shear load. ¢ Bulkheads; carrying air loads from the susfices to the spars. 2.2. Negligible damage has been computed on the as- sumption that each class is structurally independent of the others in performing its function. Maximum negli sible damage in one class may therefore exist timuls taneously with maximum negligible damage in, the other classes, 2.13, PLATING. (See figure 2.3.) 2.14. GENERAL. The wing plating consists of 24ST slumioum alloy and alclad skin mounted on 24ST ex. wruded zee stringers. (See Sgure 24.) The upper and lower plating from the center line of the airplane to sta tion 5 on each side form part of the integral fuel tanks The skin in this area is 24ST Alclad. A large fuel cell access door in the upper surface plating forms an in- ‘tegral part of the structure. WARNING The fuel cell. access door and the fuel cell manifold access doors on the lower surface (See figure 2.2, index Nos. 66, 67, 68, 70, 71, 72, 23.) carry ioad and must be repaired like any other area of plating, 2415, NEGLIGIBLE DAMAGE. (See gure 2:5.) 2.16. The wing skin-stringer combinations and the spar flanges are structurally interdependent in that da oo ni ier a oe some distance away. The combination of amall indi- vidual damages in different par of the wing may also cause failure even though the individual damage would be considered negligible if it existed alone. A method for determining whether the damage is negligible ia outlined in the following paragraphs and illustrated in figure 2-5. . . ~ 2.17. In considering negligible damage in the wing cen: ter section, the following points must be boroe in wedsSwuouodwey Bury wyoy—j-z ondyy | AN 01-543 RESTRICTED RESTRICTED.RESTRICTED AN 01-5M-3 the area is igible—however, it must be rep: subsequently used as an integral tank. - ~"“b. Damage may not be considered’ negligible if two adjacent stringers or the spar flange and the ad- jacent stringer are damaged. Damage to skin cannot be considered negligi- ble if it extends over two adjacent stringers, over the spar flange and adjacent stringer or over a distance ‘exceeding the stringer spacing in the damaged area. 4. Damage may not be considered negligible if ita extent spanvise exceeds the stringer spacing in that area, fe. usolated nicks in stringers which affect less than Hof the outstanding leg may be considered negligible Provided they are smoothed out (See figure 2-6.) 2.18. METHOD OF DETERMINING NEGLIGIBLE \GE. Before the following formulas for de- termining negligible damage can be used, steps a, b, c, and d above must be reviewed. If any of these condi. tions exist repairs must be made to eliminate them. : Note : All damage is measured in inches in the chord- wise diregtion. ss (See figure 25.) In using the formulas con- sider Sil damage via 220° pose br b, Check the spar flange damage. If any of the damage, measured in inches in the chordwise direction, ‘exceeds the figures given in the chart on figure 2-5, such damage must be repaired béfore using the formulas, Note Figures for the extent of damage must be based on “cleaned up” damage. © Determine the total measurement of all dam- age to the spar flanges. +d, Determine the total measurement of all dame ‘age to the skin (upper and lower surface). © Count the number of completely damaged stringers. Note Whea « stringer is completely damaged, the thin damege ovr that anger mame be takes ‘as the sum of the distances from the damaged ~ stringer to each adjacent stringer (or spar flange) divided by two, regardless of whether the skin is actually damaged to that extent or not. Multiply each of the totals, c, 4 and ¢ by their sespective factors given in the equation for the region in which the damage occurs, and add the results: If the sum is equal to or less than the number ‘on the right side of the equation, damage is negligible. ;, bs If the sum exceeds the figure given on the right Se sha cation the demaged srt will have tobe ‘one by one until the condi is chained. . RESTRICTED Paragrophs 2-18 to 2-19 RMULAS FOR DETERMINING NEGLIGIBLE DAMAGE. a. LOCATION: STATION 1 to STATION 3 FORMULA: 8A + 2B + 8C + 9D 3 (equal to oF less than) 60 COME: A = Total Spar flange damage B = Total Skin damage C = Total number of damaged low- ce surface stringers D = Total number of damaged up- per surface stringers iinet Note Damage in the area of the spar flanges that affects two layers of skin must be Ggured as double the normal damage in the above equa- tion, Damage to the skin, stringers and tapping strip of the leading edge, or the tapping strip of the trailing edge may be considered negligi- ble between stations 1-4. Holes through the leading edge skin must be temporarily patched with either fabric or metal. 249. b. LOCATION: STATION 3 to STATION 4 FORMULA: 2A + 7A, +2B+8C+9D * 60 : CODE: A = Total Front Spar Damage Ay = Total Rear Spar Damage B = Total Skin damage C= Total Number of damaged low. , et surface stringers ay D = Total Number of damaged up- er surface stringers : Note 4 Damage in the area of the spar flanges that affects two layers of skin should be figured as double the normal damage in the above equation, at >. « LOCATION: STATION 4 to STATION 13 No negligible dam COA ited eer than tat ee under paragraph 210, - 7+, 4, LOCATION: STATION 12STATION’ 35 FORMULA: 7A + 28 +B,510, * CODE: A = Total Spar fange damage B = Total damage in .040 and .064 skin Total damage im .025 and .030 * No damage to stringers can be considered negligtble in this are, :J 7 rf ® al @ : eZ | @ a | | © z orcad = @ Figure 2:2 (Shoot 1 of 2 Sheets}-Wing Access Doors’ Section I1 [Jot sapere oa 10. ne nA. 2 13. 4 RESTRICTED AN 01-5M-3 Access to. Attachments of Aileron Cut-Out ‘Access to Float Control Geor Box. ‘Access to Leoding Edge. ‘Access to Leoding Edge. ‘Access to Ani-lcing Splice, Wing Splice, Float Torque Tube Linkage, Pitot Stotic Tube Wire Attach- ‘ment, ond Bomb Rack Coble Pulley. ‘Access to Landing Light Wire Attachment and to Bomb Release Coble Pulleys. ‘Access to Cable Splice Plate, 1o Ant 40 Bomb ond Torpedo Control Cables. ‘Acces to Coble Attachment Plote, Pulley ond Foir- Leads, ond to Bomb ond Torpedo Controls. Access to Anti-icing Duct Connections and to Bomb ‘and Torpedo Rack Cable Attachments. ‘Access to Engine Emergency Starter Hondlle, Anti- _ {king Door Actuoting Motor, and Antileing Duct.” Connection. Nocelle Fairing Access Door. 1 Neck. ‘Access to Bottery. : Port Side Only: Access to Fuel Hose, Pipe Lines and ‘Aviachments, Cables, Feit-Leads, and Pulley Brockets ot Superstrucure Intersection. Storboard Side Only: D-C Generator Junction Box. ‘Access 10 Junction Box. ‘Access to Lending Light Relay Engine Terminal. ‘Access to Oil Tonk Attachment Points and Struc- turol Inspection. Fuel Tank Manhole. Foe! Filler Neck. ‘Structural Inspection Door. ‘Access to Foot Contal Geor Bos, Float Lack, and Recoil Mechonism. Manhole 10 Wing Splice. ‘Access to Fuel Tonk. ‘Access 40 Aileron Idler and Tumbuckle, ‘Access to Aileron Bell Cronk, ‘Access to Aileron Hinges. ‘Access to Aileron Hinges. ‘Access to Aileron Hinges. ‘Access to Aileron Tob Linkage, Tab Actuoting Arm, ‘and Aileron Pivot Bearing. Port Side Only: Acceis to Aileron Tab Linkage, Tab Gear Box, ond Sprocket. ‘Access to Alleron Tob Choin-to-Coble Bolt Connec- ‘Accom to Connection of Alleron Push-Pull Tube to ‘Access to Aileron Controls. ‘Access to Trailing Edge Splicing. Starbeord Side Only: Attachment of Aileron Cut-Out to Subby Tring Edge. Duct, and RESTRICTED. : “45. Section =~" B7F Access 0-Aileron Cur-Out and” Aileron’ Actuating Arm Attachments. ‘ 98. . Access to Attochments of Alleron Cut-Out, 38. Running Ligh Flex Coupling and Leoding Edge In spect 40, Port Side Only: Float Micro Switch Installstion, Al. “Access to Float UP Lock ond Cable; on Starboard Side Only: Access to Recognition Light: Flex Coup- Tings and Junction Box. “42. Antenna Mast Attachment, Gieas 43, Port ond Storboord Sides: Junction Box for Running Light, Anchor Light, Formation Light; Starboard Side: To Recognition Lights and two Micro Switches. For Conduit ond Structural inspection. Port Side Only: Access to Float “Down” Micro Switch ‘Mounts. 46, For Structural Inspection. 468, Access Doors Opposite 43, 44, 45, ond" 46. 47... Structural Inspection Openings. 48," Structural Inspection Openings: 49. Structural Inspection Openings. ~ 50, Structural Inspection Openings.” 51, Structural Inspection Openings. 4, 52. Structural Inspection Openings, 53. "Vee" Sirut Attachment and Access to Drain Hole Pipe and Structural Inspection. 54. "Vee!" Strut Attachment and Structural Inspection of |__. Watertight Compartment. '55. Access to Float Control Gear Box. 56. Access Door to Wing Line Fiting. 57. Access to Float Torque Tube. é 58. Access to Float Torque Tube. ~ 59. Access Deer te Landing Light Wires. 60. Port Side Only: Access fo Pitot Tube Lines” ond Brackets. Port and Starboard Sides: Leading Edge cand Lower Anti-leing Duet Inspection, 61. Access to Engine Heater. spe 62, Nocelle Fai 62. Access to Bomb Relecse. 64, Access to Bomb Rack MK 51-7. 65. Access to Bomb Nowe ond Tail Fusing. 66. "Fuel Cell Manifold Access Door. foe 67, “Fuel Call Manifold Access. Doors. : 68. Fuel Cell Manifold Access Doors. 69, Sight Gage Inspection Access Doors , 70. Fuel Cell Manifold Access Doors. : 71. Fuel Call Manifold Access Doors” 72. Fuel Cell Manifold Access Doors. 73. Access to Aileron Controls, (The first from left alio ives eccess to anti-icer exhaust duct connection)MATER, ABFA Ly ~ "RESTRICTED: Figure 2-3-Wing Plating Diogrambowing 2q:8Ben-Bu0g Buyy—s-z ently INO SvauY a30vHS : NiO3LiWeaa Some ‘u32NIes Jo vou ! Qwwousas sous wioi woxse [Ye [vel VANES f. 40ss2xa IS sovava [e7tfent 7 414801 sv o3eaonNon Tag 39 LSNW BIONIMLS ¥ oo ova sins FF * S ae RESTRICTED AN 01-5M-3 | e ne es = Sg | D ceion RESTRICTED 24,RESTRICTED AN 01-5M-3 . LOCATION: STATION 15-STATION 18 I Poteet Gees A = Total Spar flange damage Toul Skin damage B ex surface stringers D = Total number of damaged up- per surface stringers {, LOCATION: STATION 18STATION 21 FORMULA: 10 + 23B + 11C = 100 CODE: A.= Total Spar flange damage : B = Total Skin damage C = Total number of upper and low- ‘ex surface stringers completely dam- damage permitted other than that defined under para- graph 2.10. 2.20. HOW TO USE THE FORMULAS. Refer to figure 2-5 which shows damage to the wing between Since the formula covers all damage in a 24” spanwise bay consider the damage between station 16 and 17, The damage consists of « damaged stringer and a 6” hole in the lower surface, « two inch hele and a damaged stringer in the upper surface skin, 3/16 inch notch in the upper surface spar flange, and a 5” hole in the lower surface skin. b, Check the spar flange damage with the table fon figure 2.5. From station 14-18 the allowable © di- ‘mension for the upper spar fanges is 1%". The damage is 3/16" and therefore within the allowable. | Note sa l STATION S1STATION 26-16 spe Hf the spar flange damage exceeds the allow: able damage, such damage would have to be repaired, and then not considered in the form. - big . as 5 A check reveals that no two adjécedt stringers aie damaged. Note If two adjacent stringers are damaged “ne stringer ‘must be repaired. Only one damaged | stringer would then be considered in. the ‘ formula. d, Further checking shows that none of the skin damage extends over two adjacent stringers, Note Skin damage extending over 2 adjacent string- ets is not negligible and must be repaired, ‘When repaired it is of course not considered in the formula, E © Checkto see that the spariwise of the damage does not exceed twice the stringer spacing in a , c RESTRICTED Section I Paragrophs 2-20 to 2-21 Note Spanwise damage exceeding the stringer spac- ing in that area must be repaired. £. The formula for figuring negligible damage be- tween stations 15 and 18 is SA + B + 4C + 8D 42. A, the total spar flange damage, is, from inspection of the illustration, 3/16. B, the total skin damage is found as follows: The chordwise extent of the hole ia the upper surface is 2” but since the stringer below this skin hole is cut the damage must be calculated as 7.250 + 8.531 of 7.89". (See paragraph 2-18.) The 2 2: hole in the lower surface skin at Station 16 also cuts cout a stringer so the same procedure is used for caleu lating the skin damage: 9.75 + 9.6875 = 8.719". The z 2 damage to the lower surface skin immediately outboard of Station 17 does not damage any stringer, therefore the extent of this damage may be taken as 5”. The total skin damage then, is found by adding these three figures: 8.719 + 7.89 + 5 or 21.609. The total number of damaged lower surface stringers is 1, therefore C = The total number of damaged upper surface stringers is also 1, therefore D = 1. Substitute these values in the formula: SA + B+ 4C + 8D saz 5X 3/16 + 21.609 44K 148 x1 S42 ea, 2.21. Tt may be assumed therefore that the damage which occurred in the 24” bay under consideration is negligible. If the left hand side of the equation had totaled more than 42 some of the damage would had to have been repaired to bring the total to less than. 42. From the result of the above calculations it appears that the quickest way to bring down the total would have been to repair some skin damage which adcoumed far most of the total OUTSTANDING. ~~“ Figure 2-6—Stringer Nomenclaturea RESTRICTED. AN 01-5M.3 ae + +, : CUT OUT, IN WING SKIN- + eel { Ey ; ‘eHoRDINSE atat | ft | T+ + +o + | — a Fp tac Sein Gace ho flees) MSU BaciitaTe LAYOUT OF RIVET PATTERNS FOR PATCHING WING SKINS FABRICATE A TEMPLATE AS SHOWN "WO CORRESPOND TO THE. MUORMATION. GIVEN IN TABLE ABOVE: ‘sown 2SREr RIVETS ON ANG SiSES OF DAMAGED AREA THRU PLOT MOLES AND THEN ROTATE TEMPLATE 180° AND TOGATE HOLES ON REMAINING. TWO SIDES. 3-THE EDGES OF THE SKIN CUT SHOULD CORRESPOND TO THE INSIOE EDGE OF THE TEMPLATE. THE PATCH. PLATE OVERLAP 1S DETERMINED FROM THE OUTSIDE EOCES OF THE TEMPLATE 4: DETERMINE THE NUMBER OF FOWS OF RIVETS NEEDED FOR SKIN GAGE? QrcUT PATCH PLATE TO SIZE ScDRILL WING ‘SKIN (A PATCH PLATE ECRIVETS IN ACCORDANCE WITH TABLE. Figu 2.22, DAMAGE REPAIRABLE BY PATCHING. Damage to wing plating is usually repaired by patching. ‘The presence of external patches on the wing will not materially affect the performance of the airplane and such a repair presents che simplest method of repair- ing damage. Note Patch plates may be the same gauge as the skin they patch except in gstges.032 or lighter it i recommended that the next heavier gauge be used to facilitate riveting, 1223. Since most of the load carried by the skin is in 2 spanwise direction all patches will have # multiple row rivet pattern through the chordwise edges of the patch plate and s single row of rivets along the length of the patch. ; : 2.24, In order to simplify pafching the wing skin, a template can be derigned which by varying the oumber of-rivet rows and the diameter of the rivets, can be used for any given locale. D:. Figure 2-7 shows such a template. The code on the ‘drawing indicates what rivet pattern i to be used in any given area. The single row of rivets along the sides 6 : : 2-7—Template for Determining Rivet Patterns : of the template must always run in « spanwise direction ive. parallel to the stringers. Patches in the fuel tank area should be used with « neoprene gasket to insure ‘gas tightness. Patches outside the fuel tank area need not be used with a gasket. Typical patch repairs to the wing plating are shown in figures 28 and 29. 2.26, The template may be used on large holes merely by spotting as many rivet pilot holes as the template carries and then Lining up the template with the holes just spotted and repeating the process. cau N f When using the template in the fuel tank area on large holes, the rivet pattern on the send of the template may have to be varied to insure gas tight spacing ie. « spacing of not more than %” between the end and side rivers, 2:27, DAMAGE REPAIRABLE BY INSERTION. ‘When a large section of plating is repaired by cutting away the damaged area and replacing it with a new piece of sheet using one or more of the original splices, - RESTRICTED”RESTRICTED Section It AN 01-5M-3 Figure 2.9—Typical Wing Skin Paich seman pate Terug, 0 waren See RS oh Best ARE, Figure 2-8—Wing Skin Patch-Stringer Damaged SEE ApPeNOX H roR TYPICAL STRNCER RMA RESTRICTED see aRESTRICTED AN O1-5M-3 INSERT PLATE & BUTT SPLICE PLAT! TO Be SAME CAGE “OR ONE GAGE HEAVIER THAN BAMAGED SKIN i seaygaes = Sea, i SESS. Ses. PICKUP EXISTING RIVET HOLES. NOTE: IF REPAIR IS IN GAS TIGHT AREA, USE NEOPRENE FOR SEALING MATERIAL, p BETWEEN REPAIR PLATE & SKIN. : SEE FIG 2-6 FOR RIVET PATTERN AT BUTT SPLICE SECTION A-A ALL MATERIAL 24ST AL.ALLOY Figure 2-10—Wing Skin Insertion Repair ' RESTRICTED : \RESTRICTED AN O1-5M.3 Figure 2-11—Spars-Negligible Damage "RESTRICTED. ~RESTRICTED AN O1-5M3 SPAR VERTICALS - NEGLIGIBLE DAMAGE, Lamg[ rrowr spar REAR SPAR .WING.| FRONT SPAR REAR SPAR oe cA ea 7 LE Pe z (E. | 2a3) cab Lar | cake jee f7as] ote | MEENA MEMEMAK ee ——* pee = aa a z 14043] AILS se 8 I9aio| C4 DL Sire ae le a Ft : ls aman er SEMA ~ EMAL A cok 5 i" . : k aie 6 12 8 i Aes AMAR ayre 2-12 Sheet 1 of 2 Shoats) Spar Verieatene RESTRICTEDRESTRICTED Section It AN 01-53 Hae == SSPAR= VERTICALS NEGLIGIBLE DAMAGE wing] Front spar near span [WINS] FRONT Sean ean sean | iA A A I, 13,14 | e+ re ai | ee T c4 + als 5. r a iT rete oe Aer TEMR, METMAS Ares ine 7A AR ae a e < 1617) Soe Ure T I eae ce fe 22 Fe Fe “Ls a a cwataline | +S EMRE A iz — fe = cap ft te oe vw | a 4 22k A - ake C+ A Max. BeMAS 20 Figure 2-12 (Sheet 2 of 2 Sheets)-Spor VertiesleNeatigibe Damage RESTRICTED| Section tl RESTRICTED -— S NEOPRENE, CASKETS | | | | | | BS: ’ | REPAIR PLATE sue ERE EE SECTION AA, A _ Pan aaznoe avers : i “Figure 2-13—Spor Web Repair-Ges Tight Area 92 : Ape RESTRICTED *RESTRICTED AN 01-5M-3 SECTION AA, Figure 2-14—Typical Spar Web Repair RESTRICTED. ‘RESTRICTED AN 01-5M-3 Deuy WyB1L toarsodey s8u0}4 sods—(s00ys y Jo | Joys) $1 e1nBiE X | aroww sara 00 ~ j << ! Sova oma ony 3 | oft ALind nowoNAL 403rWI ONE HOVE WOME Ae ae St do ew oH (9 Shor THe —_ 4 | _ ewan wa oma " RESTRICTED 34Daly WyBt4 sop-yodey eBunjy sads—(sioays » Jo Z i904) S1-C eunBiy Section tt ‘av-sav-OcrNY © o,. us D0 Qav-s0v-ocrNy o ‘Ov-90v-ZrPNY © ‘S704 OnusHa, “af ¥Old ~Eav- OFPNY ‘S704 oNusnG ‘al Old ~ GC¥-OPPNY + | SB0H ONS | dl Wold = S0V-2o on & O3AONBY JON-SL3AR ONUSIKA | OPH 50505050,0,0,0,0 00.600 000 ob © 9 9 0 0 0 0 0 00 0 00 00-0 | aga onuisuc w379 ox neuro 30 vauy 1) ons sian onus wya72 ob | Fon sohue SouLoes RESTRICTED AN O1-5M.3 RESTRICTED rons | - ’ Bufo stu 40 + on © S123 i ' 1 non sy Stan ty BAe, SS i 4 LON) GNGLXG 'C3UOINGGY SI 3ONWs Ev 33H vis > SV Niel 695 attests 30 Soon St aus wt Tan 30 vbw NI SDen Ce ae A ee ent ‘ gedDe soc resralcreD eens AN O1-5M-3 SPLICE PLATE SAME GAGE AS. SKINS RENE PLATE, Figure 2-15 (Sheet 3 of 4 Sheets!—Spar Flange Repalr RESTRICTED. oe SZSection It RESTRICTED AN O1-5M-3 syodoy oBuayy sods—isieays p yo y 104s) St-¢ eunbty rae ia NMOHS S¥ XO'dd¥ SL3\Y TYNOLLIOGY 31207 SIGH ONSIG SLBA SONSEPNY GOV @ SUBNW SQNBGPNY, ONSOG AP HOH @ SLAM OGMBGPN av © Suan sowsrny oNlisia an vox © i ‘S1aNY 9oreron Cav O give | WwvOUDH 3M sorerPny OLSIG of YO. ania Was— “$2108 sauvre 20:75 fiavrs wavs || Sere oajoos WoL Awd 3265 . bsudbrntd i | " : h s o,f, 0 : 3 Av— wv lo f° 0° 6 ee | (ee eee ae ee ae eee eeeceeeeee Nae» Ee eee 2 lofo fo oo ee any oi of oo g att tt + ot + i + E Of totio+otot + LH! +04! tod! g ie: ee iT aaa HV SIL NI ONES | 2 | SRO hah SN5BS guows sant H | EEE EE SEE STE TES RTE FE egies RG Eyre Bis Sagageo onoreren sf winnaeetee 3 ‘3 eee a te fe ooo “loa al°ol oe > Lnogy WwoRMLaMMAS. "aaa 90RESTRICTED AN 01-5M.3 sete aie ee ciel 1 Magan YE pcs| 3 pepecrs ates abun nae i * fe ee rh : ; Ee OR] Wee | sees | + = a a 4 weCoree ' Bc : = er |, aa gece etalon “hts % ‘ Saneuite Pie REST Rte acacia. o| Sete eee ae Awmece Puan S. A ae fe Figure 2-16 (Sheet 1 of 2 Sheets)—Wing Bulkheod Members-Negligible Déaidye 3 : 8 3 > RESTRICTEDRESTRICTED AN O1-5M-3 Section ‘or rw c1eanep UP Nous Tet ae Bout nor execee 4! =e cao Ay | Bae fe ~ | sey yg Aspe s Honan, fy Se hs js co praax. SAVEAAE , a} * Aaa ea an “de * ape ede ca L Fe. sy SticSusiorace wee Nefeue: aa Ha. pu ae Huss. An buax asnece staan, As buns, a ee haan sea : Eh fr «Him : phe at ' + ape ees] far | They a ean Ay mae 4s “SO ob, Tyeps cease setae % sr ; ROE oo mapas Ditady SORES ct amare] ze eT - eraace sua | C — 'SHADED_AREA REPRESENTS DAMAGE —- 2 of 2 Sheets)—Wing Bulkhead Members-Negi RESTRICTED to 39RESTRICTED AN 01-5M-3 RESTRICTED : Figure 2-17 (Sheet 1 of 2 Sheets}Bultheod end Skin Repair in Gas Tight AreaBary 148, FOO Wy Odey UYYS puE pooyying—(sieeys Z JO Z says) LIT eunBiy! aNviduiv Uv eRe tt" aN3udO3N 200 vv Nou2as | uve vase ananaououNe! 5 oe é wmuo¥s = guvM¥od —. pre = ! eur 7g a wea wee wage ey /JNBUGOBN 2E0- YITH F980" 30 SON3 x¥o01 | uvig uivaae. IN3UdOIN ZE0 t Tony | pagaeonn eto space 280 Ovapning ¥ NIE ONS, Say acne ef i BS | natn eco ae ge | /3NGUdO3N 2E0 az 32 rowan 2x0 sera nage 3v3udO3N 20 MIA NVId eroNMs 3 dea ane eat ee SEG tenn Lt a RESTRICTEDAN442AD6 RIVETS AT 1IN. PITCH SECTION A-A O51 24ST ALCLAD PATCH (NEOPRENE GASKET Figure 2-18-Bulkhead Web Patch 42 7 RESTRICTEDSECTION AA 91 24ST. AL ALLOY SHEET FILLERS 091 x1x 3 xp 2457 ‘AL ALLOY Sater SPLICE ANGLE, haENO A. 09x 3 xb up 2asr AL ALLOY SHEET SPLICE ANGLE f BEND RESTRICTED AN 01-5M.3 991 2457 AL. ALLoy Sheet Gusser 128 XIX) 24ST AL ALLOY “SHEET SpLice ANGLE Two @) nea. Notes; ; REPAIR PROCEDURE CLEAN UP DAMAGED. AREA BY CUTTING CHORD ANGLES. & DIAGONALS BACK OF DAMAGED MATERIAL Of TO EDGE OF GUSSET WHICHEVER IS GREATER, CUT GUSSET To FIT OPENING LEFT AFTER, CUTTING OUT DAMAGED MATERIAL. SPLICE ENDS OF ZEES AS SHOWN, USING THREE ‘AN442A08 RIVETS EACH SIDE OF SPLICE SPACED AT APPROX 3. AOD FILLERS as a RO ANGLES WITH ElGHTeEN Ye ‘ANG 42AD8 RIVETS ON EACH EIDE OF DAMAG Sree it OVERLAP BEING $15 micn Up STITCH RIVETS THRU VERTICAL LEGS OF CHORD ANGLES & ADD RIVETS BETWEEN TO. MAKE PATTERN SHOWN. © DENOTES aNaazane RIVETS. @ DENOTES AN442AD8 :stowng e1yOyonenseoN-0c% ont “oatumna 3708 -W0 ‘at.imaa 0H vio. calunese Su20naM waHLO Thy aL MNO, | 7 @2') | 55 ZS & be || | a2 | i Trou Iie now onume cause 34 ‘Avi “53218 30H WOW ZHL WOd NBA Mat atin? ton 00 Seat hon 40 WS 3H 'S3TON TINS 40 SaUaS v ‘on eran ° g O3GIN0Ud CRLLMEId (WOLLO ONY a a an EASES Skea of va sua) ‘ RESTRICTED.RESTRICTED AN O1-5M.3 Section It .030 AL. ALLOY: PATCH PLATE. osixdx PAL. aLLoy 24ST SPLICE ANGLE. (GAME siZE_AS DAMAGED ANGLE) RIVET NOTES L ALL RIVETS ANAS6-ADS 2.MIN. EDGE DISTANCE 3. NORMAL EDGE DISTANCE & 4. RIVET PITCH APPROX. I" EXCEPT WHERE NOTED SPLICE ANGLE: “081 AL. ALLOY 24 ST FILLER ‘SECTION B-B Figure 2-21—Nacelle Skin Patch RESTRICTED. ~D sectin 0 RESTRICTED AN O1-5M-3 051 AL ALLOY 24ST, WIDTH EQUAL TO DEVELOPED WIDTH ‘vET NOTES: ALL INTERNAL RIVETS ~AN442-ADS MINIMUM EDGE DISTANCE* $° prtcH “SECTION C-C & Figure 2-22—Nacelle Former Repair ' RESTRICTEDRESTRICTED AN O1-5M-3 INC THIS AREA, DAMAGE UPTO 4 THICKNESS OF wee nf oEPTH AND NOT EXCEEDING HN LENGTH AND NOT LESE THAN" APAAT eaoe HOLES THAU WEB NOT EXCEEOING. Potv LencTH AN NOT LESS THAN, Se apart NO DAMAGE IN THIS AREA EXCEPT SOLATED NCR AMO DENTS UNDER gn OEPTH an fy pepe eel ‘THE ABOVE DAMAGE 16 PERMISSIBLE PROVIDED NOT MORE THAN FOUR RIVETS ARE GAMAGED SECTION B-B i Figure 2-23—Wing-Hull Fitting-Neg such « repair may be defined as an insertion. A typical insertion repair is exemplified by figure 2-10. The origi- nal splices utilized should pick up the old rivet pattern while the new splices should duplicate corresponding ‘existing splices, * : 2.28, DAMAGE REPAIRABLE BY REPLACEMENT. ‘When more than 50 per cent of a sheet of skin is dam. aged the entire sheet should be replaced. All existing rivet holes must be picked up through the new sheet. 2.29, SPARS. ~ 2:30. GENERAL. The wing spars ate of the web-truss type désign, fabsicated from alclad sheet and extruded stiffeners. They are riveted to the skin at the spar flanges and to the bulkheads at the station verticals. The spar is divided into stations which correspond to the main wing stations. A spar vertical is located at each ‘an integral part of the spar. Since the spars form part of the integral fuel tank, the area between stations 1-5 must be gen tghte t 231. NEGLIGIBLE DAMAGE. The maximum neg- ligible damage permitted for any spar diagonal consists The main wing fittings are riveted to and form” 2 Mv. (FRONT SPAR) ean. EAR SPAR) igible Damoge only of dents or nicks not more than 4" of stiffener , Jeg or %4” of heel has been removed and provided the dents or nicks have been fled out smooth. 2.52. The maximum negligible damage permitted in the spar web between adjacent verticals is shown in figure 2.11, Negligible damage to spar verticals is’ tabulated in Rgure 2-12, 2.33. For negligible damage to the spar flanges see Paragraphs 2-15 to 2.21 inclusive. tes 2:34. DAMAGE REPAIRABLE BY PATCHING. Patches for the spar web must be made gas tight in the - fuel tank area by means of a neoprene gasket and gas tight rivet spacing. A typical gan tight spar repair is shown in figure 2-13. Substitute sheet metal equivalents for extruded verticals, are shown tabulated in Section VIII. Substitute sheet metal equivalents for extruded spar diagonals may be found in Section VIII, Ex trusion Chart. A typical outer panel spar web repair is shown in figure 2-14, 2.33. DAMAGE REPAIRABLE BY INSERTION—_ ~~SPAR FLANGES. Repair design for spar flange splices are based on one flange splicing the other there”. by necessitating the addition of only one splice plate. RESTRICTED ace : Section I Porographs 2-28 to 2-35