BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 14A-1 Select the method of testing that is best suited for detection and evaluation of each described defect or flaw Given: Non-destructive inspection handout information attached Performance: Level 1: Through instruction by lecture, demonstration, discussion with no development of manipulative skill the student shall gain knowledge of general principles, but no practical application. Standard: Answer all the following questions correctly Which non-destructive inspection method ultrasonic, magnetic particle, dye penetrant og. ographic would be most desired for each of the following conditions? a Reference: Text and attached handout about various Non-Destructibe Inspection methods 1. A crack in unpainted skin of an aircraft. A. METHOD: 2. Crack in an engine crank shaft A: METHOD a. A: METHOD: ee 4. Pneumatic system leak. METHOD: 75: Sub-surface crack in magnesium wheel casting. A, METHOD: Instructor Page 1 of 13CHAPTER FIFTEEN NONDESTRUCTIVE INSPECTION Nondestructive testing came into use in Europe in the mid 1930's. It was used for quality control of manufactured materials and finished products. The demands of World War TI aod the subsequent rapid established the aeed for nondestructive testing. The requirements were for greater Wion branches of the U.S. armed services saw ality canttol of maintenance procedures. They increase in technol reliability and ceurscy with minimum time and cost. The tha: these testing inethods could easily be adapted 10 : and overhaul programs and renamed them nondestructive inspection, ince perated thes inte the insps NDI Nonestrctive inspection is the analysis of materials without damaging or structurally altrigg the material Lauer planning and scheduling of ciaintenance (ollowing systematic nondestructive inspections can, recluce Sostly unexpected repairs, NDI can reduce the "down" time for repairs, remove hazards thal could injure personnel and severely damage equipment, It and can reveal defects that would otherwise bs undetected THE PRINCIPAL [NSPECTION METHODS 1. Dye Penetrants What causthey Gnd? Su face cracks and discontinuities. ‘What materials can be inspected? Non-poraus metallic and nonmetallic materials How do they work? ‘The part to be inspected must be cleaned. Paint must be removed and a degreaser applied to reinove foreign materials such as grease, oil, or water. These impurities would prevent the penetrant [ror entering the defects, », The penetrant is applied to the entire surface. The penetrant is a water soluble, Nuoresceat liquid that will slow (usually a yelow-green color) under a black light. Small parts may be dipped into a tank of penctrant. On larger parts the penetrant can be applied by @ hose or brush. It is important that all surfaces arc wetted by the penetrant, Afier the penctrant is applied, a period of time must elapse to allow the penetraut to enter any surface defects that may be present Aural, inainienanie inspections are primarily concentrated on detecting fatigue cracks Fatigue crack detection drying time for aluminum of magnesium is 30 minutes Penetration is shown in Figure 15.1(a) Page 2 of 13Nondestructive Inspection © The water rinse procedure removes the penetrant (rom the surface of the part. This rinsing, must be complete and thorough so that the penetrant remaining will be only in the defects of the pact. The rising should be done under black light so that al surface penetrant shows and can be removed Rinsing is shown in Figure 15.1(b) Figure 15.1 Steps in dye penotrant inspection: (a) Penelrant, (b) Rinse, (¢) Develop, (d) Inspect d_ After removing the surface penetrant in the rinse operation, a developer is applied to bring back ‘o the surface any penetrant that may have found defects. This isa blotting action, and either a wet or a dry developer can be used. A drying process, at 225 degrees F, is next. In the wet developer the drying takes afler the wet developer is applied For the dry developer, the dlrying takes place before the developer 1s applied Figure 15 1(@) shows the penetraat has been drawn ou of the erack by the developer ¢. The patts are inspected with a high intensity “black hghi" in a darkened area oF booth. Cracks wil show ge as fluorescent lines, Figure 15.1(d) shows the inspection step of dye penetrant inspection éMagnetic Particle Inspection Advantages: 1.Cheapness. 2.Portable 3.High Sensitivity. 4dinmediate results 5.Minimum inspector skill required. Disadvantages: Must remove paint 2.Can only inspect surface avs 3.No permanent inspection results, 4 Direct visual detection required S.Requires high degree of cleanliness 2. Magnetic Particle Inspection What can it find? Surface cracks and sub-surface defects close to the surface ‘What materials can be inspected? ~~ Magnetic materials only. How does it work? a. The parts to be inspected should be cleaned prior to inspection, I is desirable, although aot practical, to chemically clean the part. But reauova; of gross caolamination is required to provide a surface that can be inspected. Paint has the effect of converting surface flaws into sub-surface Maws. La deciding whether paint should be removed, the relative thickness of the paint and the size of the smallest law being sought must be considered. Plating is usually thinner than paint and up to 004 inches thickness will not interfere with inspection. b. A magnetic field is induced into any ferrosmagnetic past by cither longitudinal magnetization or circular magnetization, Longitudinal magnetization is done by pling the pact in a col carrying electrical current. Cracks in the Interal diection are found using this method. This is shown in Figure 15.23) Circular magnetization is done by passing a current lengthwise theough the past (0 be wspected. This will is shown in Figure 15.200) reveal oracks in the longitudinal direction. ThiNondestructive Inspection curnent =< bag conoucior (») d jp) rte coimri sur conn er us Figura 15.2 (a) Longitudinal, (b) Circular magnetization. “ © There are two principal ways of applying magnetic particles to the eurface. The wet method, most often used in the NDI laboratory, has Quorescent soagaet particles suspended in an oil or water bath. The wet method particles are the most desirable for the detection of fatigue eracks. The wel inspection bath is applied to parts from a hose and nozzle (see Figure 15.2) or by dipping parts into it, This method is most effective with em Stationary equipiment Wet magnetic particle inspection can be conducted in the field using portable equipment. This equipment is shown’ in Figure 15.3. The "bath" comes suspended in oil push-button spray caas containing red colored magnetic particles Figure 15.3 Portable magnetic particke inspection equipment The dry method 15 aot as a urate as the wet method but may be preferred for field use. In this snethod the magnetic particles are in a finely dispersed powder form and obtain heir reobdlity by being suspended in air gem _ Thefield methods are used on large parts, such as landing gears, which are not easily removed for inspection in the shop, Page 5 of 13| | 1 G Exanuaation of parts costed with Musriscest pirlickss used in the wet bath procedure is duag afte. dhe a : wy allowed! 1 drain for a few sevanils, The Quaresoent anstein! wil show up when vowed under au uleHviolst “bhick ight" wea darkcned sae Cracks will show up as sozn in Figure inspection of now-Tauarewent uly usa field methosls ean be made wader normal white ig > ‘ ‘i RBI DES CRANKSHAFT Figures 15 4 Cracks shown by magnetic particle inspection. © Demagnetization of aircraft parts ts required Lo prevent the part (eon allecung aiagnetic compasses 2 ctber equipment The part ena also aitaci loose steel serap materials 416 not demagnetiond Advantages: | Seani-portable 2 Sensitive to small avs 3.Pinds sub sueface defects (if clase to sueface) 4 Moderate inspector skill required Disadvantages Only works on magnetic materials 2. Removal of most surface ¢ ngs requ 2.No perinaneat test result 4 Must demagnetize the part aller inspeciin Page 6 of 13Nondestructive Inspection 3.Radiography (X-Rays and Gamma Rays) What can they find Internal flaws (with some depth limitations). What materials can be inspected All metallic and non-metallic materials How do they work A radiograph isa "shadow" picture produced by the passage of x-ray or gamma rays through an object onto a film, Radiation proceeds from its source io straight lines o the specimen under exainination. Some rays pass through while others are absorbed. The amount of rays passing through depends upon the energy of the radiation and the nature and thickness of the material. Ifthe specimen c ins a void, for instance, more radiation will pass through the void than through the surrounding material, This will praduce a dark spot on (he developed film, corresponding to the shape and position of the voi. X-cays.ace generated [com the sudden stopping of high-speed electrons in av evacuated «ray tube. Whei the high-speed electrons are stopped their kinetic energy transforms into both x-rays and beat, Increasing the voltage will increase the number of electzous emitted per unit of tiene vesuling in a mere intense beam Gamvna rays are emitted f the disintegrating aucki of natural elements or astificial radioactive isotopes. Altbough very similar to x-rays, gamuna cays frequently have a much shorter wave length and a greater penetrating power “The steps in making a radiograph ave few and appear somewhat siruple, but certain decisions must be made at each siep in the process that are of extreme importance in deciding the validity of the test. They are: a. The specimen is placed at the desired angle bb. The films, screens, and a radiation source are selected «. The proper source-to-ilim distance is selected 4d. Scattered radiation is controlled €. The exposure time is calculated The fin is exposed, developed, and inspected A great am ui ssful radiography, aot only tn the actual exposing of the flim ‘but algo_in film interpretation. The interpreter must be able to dilTerentiate slight changes of ge color He must be thoroughly familiar with the shape of the specimen, the portion shown on the film, and the ‘material of the specimen. If the interpreter is not the same individval who exposed the film, he must have exact, knowledge of the tecliniques that were used, There should be adequate records accompanying the lim that give the radiation source used, he direction of the beam, the section radiographed, and other pertinent information The interpreter must then make judgments and comparisons of what lie sees to what the standards and specifications are, Page 7 of 13Uttrasonic Inspection Fiuoroscopyis sinilar to x-ray except that no film is used. The x-rays pass through the object being inspected and illuminate a fluorescent screen, Since no film is used this process is a low-cost, quick method of internal inspection. The object is viewed by the operator and immediately accepted or rejected. Ifa partis found to contain a Maw and is rejected, a photograph caa be taken as proof. Advantages: L.Can detect surface and sub-surface defects 2.A permanent record is retained J.Minimum part preparation required Disadvantages: UMost expensive 2.Radiation dangers to personnel are high 3.Method is highly directional, may aeed exposures (rom several different angles. 4.High degree of interpretive skill required. 4. Ultrasonic Inspection What can it find? : - External and intemal fawilio depth limitations) . ‘Thickness dimensions of materials, Leal’ in paeimatie systems ‘What materials can be inspected? All metallic and non-metallic materials How does it work? Uneasonie inspection makes use of high-frequency mechanical vibrations. These vibrations are similar to sound waves but far beyond the audible range. They are waves created by particle vibration. They do not {ravel well (brough air but travel easly through solids or liquids. Among the characteristics of these ultrasonic vibrations is that they will be reflected at discontiauities or boundaries of differeot clastic or physical properties. ‘This "echoing" characteristic is the basis for the most comunonly uted ultrasonic detection method, the pulse-echo technique. The beart of the pulse-echo technique is the method of transforming electrical pulses into mechanical vibrations, and transforming the rechanical vibrations back into electrical pulses. This transformation is made by a device known as a transducer. It works on the principle that if an electrical pressure (voltage) is applied cross a erystal, the erystal thickness will vary as the frequency of the applied voltage Page 8 of 13 5 ~a Nondestructive Inspection Conversely if mechanical pressure is exerted on the face ofthe crystal, it will generate a small voltage of the same Frequency as the applied mechanical vibration, The ultrasonic puleis generated by producing a radio frequency pulse of the desired frequency at a precise time, then converting the pulse into ultrasonic vibrations by the piezoelectric erysta transducer. Tee erystal isactuated fer a contcollable period (about 2 mullionths ofa sccond) resulting in a short pulse of sound waves. The pulse travels slough the matenal co the opposite boundary where i i FeNected back to the source as anecho Alter the crystal has given off this short burst of vibrations, it stops vibrating for a period long ‘enough to receive the returning echoes This eycle of transmitting and receiving is repeated at a rate of 60 oF snore times per second, according to the (ype of ultrasonic equipment used, ‘The ultrasonic waves can be directed (as o0gh the material to be inspected in several different ways, ome of which are shown in Figure 15.5 Longtuinal Wave — transmitted teependicuanly.taugh. the test Eivtace The beam reflects om flaws, and the oppose 8. a Shear Wave—generated in the imo 2] tenat ty an angle beam aes Surtace Wave—tavels along, and slghvy Below the suttace ol the = FO inaterial, Pulses wil avel over 5 regulary shaped puraces Lamb vive — gentated by angte beam transducer rvels thi to, avail sided. mater eeectng from detects Figure 15.5 Types of puke echo ultrasonic waves. Reflection of the ultrasonic vibrations will occur at the boundary between two different materials The ultrasonic bear can be compared to a beam of light traveling through space and being reflected by many nirrors. The path traveled on the seturn of the bear 10 its source, depends upon the angles at which it a pends Up impinges upon tbe reflecting surfaces, and the number and locations of these surfaces Page 9 of 13 etic abi iteUttrasonic Inspection ‘The detection of an internal crack can be described by considering the case where longitudinal waves are \ransmitted through the inspocted part as shown in Figure 15.6. The operator observes a cathode ray tube CRT and sees three pips. The left pip isthe echo (rom the face of the part, the second pip shows the crack and the third pip sbows the rear (ace of the part, Distances between pips are proportional to the thickness of the test part PULSE ECHO 2 beam of short ultrasonic pulses fof energy “explore” the test ma lenal. The pulses are calectes from opposite walls or discon ities in the work piece and appear as pips on a CAT sereen Figure 15.6 Indication of a crack by ultrasonic inspection. Thickness of pipe, tubing, sheet, strip, plate or other test items can be measured by ultasonic instruments, ‘The instrument is calibrated using a standard depth test block and then shows thickness (o .001 inch, Thickness measurement is shown in Figure 15.7 Suu ois Resonant EX Frequency verte test pieces Fesanant frequency Seracm gives rexdout Inte direct readout or etme, ot thickness ‘moro, counresy uAcHAR.Ux com. Figute 15.7 Thickness measurement by utrasonies. Ulteasome equipment can find delaminations, corrosion, and fire damage, all of whiel change tle thickness of the material Figure 15.8 shows inspect 1 of » pipe for internal corrosion Page 10 of 13Nondestructive Inspection Resonant Frequency Inspector vier Sorizan® as Figure 18.8 Conosion detection by utrasonks, A, special, microphone type probe can be used to amplify sounds such as eseapin pacumatic systems. This is useful in finding small Advantages: Good for surface and sub-surface defects 2Sensitive to small defects. 3.Ammediate inspection results 4.Litte part preparation 5.Wide range of material thickness can be inspected Disadvantages: 1.No permanent record of Naw. 2ulnspection is directional depends on orientation of flaw 3.Highly skilled inspector required. 5. Bddy Current Inspection What can it find (or doy? Find flaws (oracks, voids, inclusions, seams, laps) Sort parts according to alloy, temper, conductivity, and other metallurgical factors Gauge metals according to size, shape, and thickness aur from pressurizedEdddy Current Inspection What materials ean be inspected? All structural metal parts How doss it work? ‘An eddy current is an induced electrical current citculating within @ mass of metal. In this technique a coil carrying alternating current induces an alternating current (eddy current) inthe part being inspected. Ifa Maw is present in the part the eddy current will b compressed and distorted, This will result in a deflection of the needle of the test meter, The eddy current method docs not reveal the nature of the flaw but merely locates it.The probe type of cal is used in inspection procedures. Thisis a small col that ean be placed on the surface le the inspected part so that the axis of the coil is perpendicular to the surface. This is shovn in Figure 15.9(a) The use of a probe collin the inspection of rivet holes Tor possible Fatigue eracks is shown in Figure 15.905) Faure 15.9'(3) Pribe coil (b) Inspecting vel holes. The "through coil" is used in production line quality control. The major advantage of this type is that mechanization is easy and the speed of inspection can be high, It is particularly suited to the inspection of cylindrical objects such as bar stock and tubing. Figure 15.10(a) shows the principle of the through coil and 15.10(b) stows a typical production line configuration fhe lest part is moved through the coil and eny flaw is the test part will cause an unbalanced eddy current between the two secondary coils This will trigger a fead-out device such as a spray paint gun that then marks the defect, Other ccad-out devices are meters, scopes, pen recorders, Mashing lights, audible alarms, counters ele pine oe Lk ae ae mae \A BN SEcONOARY > Figure 15.10 Thrsgh costs Page 12 of 13Nondestructive Inspection Advantages: | Portable. 2.Moderate cost ‘Jmumediate results 4 Sensitive to smatl favs, 5 Little part preparation, Disadvantages: 1 Surface must be accessible to probe. 2.Rough surfaces interfere with sensitivity 3.Suitable for metals only. 4.No permaneat record, S.Highly skilled inspector required. 6.Time consuming ta scan large areas “7 Dithicult to use on parts have varying cross sections Page 13 ofTHIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 15A-2 Apply Dye Penetrant to a specimen aircraft part with known invisible surface cracks. Given A specimen aircraft part with known invisible surface cracks, a dye penetrant inspection kit with applicable operating instructions, and AC 43.13-1 or an equivalent publication Performance: Level 2: Through instruction by lecture, demonstration, discussion and limited practical application the student shall have knowledge of general principles, limited practical application and developed sufficient manipulative skills to perform basic tasks. (> Standard: Perform all steps in accordance with instructions and locate at least one “crack. Reference: Attached handout on How to Use Portable Zyglo Kit and The Development of Dye Penetrants in Aviation. See instructor for defective part. Cc Instructor _ Page 1 of 6iaranap Alp "sae)ins yBNO) 103 ‘10 “do wapnoneg stddy -z Page 2 o£ 6 Z ‘synses eu eye ice sempeio “1 4q dn payoid aneusnosy uo 246: 01 6H ax moire it BUIeAS @r0}q 159 Surg wnuupeeU WEN seer aut Bais Pinoys pur uopenouse ‘s109}00 Jo UouesauDe 9 Pinoys Sa5epNS. Wa O164Z efqpj10g esp oT, mo::Tuesday oct 032008 AviationToday NEWSSTAND Home Subscribe Newsstand Search Regions Aviation Special Reports Awards Acraft Values Safety & Secuity Ask the Experts Calendar Industry Links| Career Center om Fromthe Wires Media Kit Proxiucts ‘About the Site Helpdesk Terror Response Technology Report my coaue “ata VIP Pass to June 1, 2005 The Development of Dye Penetrants in Aviation Ry Joseph E. S The application of dye penetrants for finding minute fractures in aircraft structural materials started in the U.S. aircraft industry in 1942. As with most developments that had a significant impact on aviation, this is a story of evolution, not revolution, The growth of contemporary dye penetrants can be traced back to the mid- 1930s when advancements in the magnetic particle inspection method aecentuated the need for a similar method for nonferrous ‘materials. The term "penetrant” relates to the principal property of the material itself, namely, the liquid's ability to penetrate or seep into minute openings such as hairline fractures. Fortunately, the same properties that cause the liquid to penetrate in the first place are also responsible for its re-emergence from the defect after the surface has beencleaned, —-~ Oil and whiting In the train industry, the "oil and whiting" method was used to find cracks in steam locomotives and heavy parts such as couplers, The method can be traced back to the 1890s, and it was the first use of a penetrating substance designed to locate flaws able the ‘The penetrating oil used in this technique was a heavy 600W ava in most railroad shops. The oil was thinned with kerosene to low viseosity; this also gave it a rich dark brown hue. The parts to be inspected were cleaned in a tank of boiling caustic soda, dried, and dipped into the oil mixture. The parts were allowed to dwell in the oil for up to 24 hours. The excess surface oil was removed until the assembly was clean and dry. "Whiting" was then applied to the surface of the part. This was a mixture of powdered chalk and denatured alcohol, The alcohol would evaporate, leaving an even coating of chalk over the part surface. As part ofthe procedure, the item under test was often struck with a heavy hammer to "squeeze" the oil out of the cracks where it would be absorbed by the chalk, leaving a dark brown stain at the point of fracture. hutp:/seww.aviationtoday.com/cgi/am/show, mag cgi?pub=améemon=0605éefile=develop... 10/3/2006 Page 3 of 6AvenUN MMBEUMICS 7 Theol and whiting method left much to be desired. It lacked the sensitivity to locate fine, shallow fatigue cracks ata point where salvage of the partis nearly always possible, In addition, the oil and whiting procedure lacked standardization. The method varied widely from shop to shop according to the individual organization's own recipe; the results varied widely as well. The oil and whiting method, while lacking in sensitivity, dit hold the essential answer to the problem of finding a way to reliably test nonferrous alloys. It was the first penetranUdeveloper combination used in industry. ‘The development of fluorescent penetrant In 1938 Taber de Forest, a researcher for Magnaflux, experimented extensively with color-contrast penetrants. The results were mixed, While making considerable headway, the product was not yet ready for the marketplace. At about the same time, Robert C. Switzer, of Switzer Brothers, began his experiments independent of Magnaflux. His work focused on the use of color-contrasting penetrants as a means of flaw detection, Switzer realized a superior contrast could be achieved with the use of fluorescent dyes and the application of ultraviolet light to induce the penetrants to fluoresce. Switzer was granted U.S. Patent 2,259,400 in October 1941. This covered both of his developments in ccolor-contrasting and fluorescent pehnetrants. The Patent Office later required a separate patent number to differentiate between the two feveloprtiens Patent # 2,259,400 became the basic patent that covered fluorescent dye penetrants. ‘Switzer offered Magnaflux an exclusive license under his patent in 1942, While Magnaflux realized the enormous potential of Switzer's development, more work was needed to produce a viable, cost-effective test systemn, Greer Ellis and Taber de Forest led the Magnaflux research team, After months of tedious research, the frst water-washable fluorescent dye penetrant sysiem emerged. This was marketed under the trade name "Zyglo”. In July 1942 this new inspection system was offered commercially, and itwas presented to the Air Arms Division of the Army and Navy for evaluation, Being responsible for the wartime production of aircraft, ‘Air Arms quickly moved to approve the method for the location of surface flaws in nonmagnetic materials. Barly aviation applications During the war years, the use of fluorescent penetrants expanded ‘quickly. It was employed on a wide variety of aircraft parts, such as: ‘Lack of bond in bearings bttp:/wwrw aviationtoday.com/egi/anvshow_mag.cgi?pub=am8&mon=0605éefile=develop... 10/3/2006Aviquun viauecumuce c “+ Stainless steel supercharger impeller wheels Stelite tools Hard-faced exhaust valves Sintered tungsten-carbide tools Propellers Piston engine cylinder heads Piston en ‘Aluminum and magnesium castings During the following decade, penetrants continued to improve and expand into a wide range of industrial applications. Special-use penetrants were developed to solve specific problems. Equipment for both general use and specialized testing were developed and marketed. twas during this era the dye penetrant inspection method proved its cost effectiveness, viability, versatility, and limitations. Color-contrasting penctrants ~~ “Magnaflux had-explored color-contrasting penetrant systems in the 1930s. R.C. Switze thoroughly investigated this approach before his decision to focus on the more promising fluorescent penetrants. By the mid-1940s, further developments in color-contrasting penetrants were takea up by Rebecca Sparling and other private researchers, This method, despite improvements, failed to achieve widespread general use. As the understanding of penetrants continued to advance, color- contrasting dye penetrants, though less sensitive than their fluorescent counterparts, have since found acceptance in many industrial applications. It is important to note that color-contrasting penetrants are not really suitable for aviation use. Colored dye penetrants are commonly found in hangars all across the United States, however, they should only be used for diagnostic purposes. Flight hardware should never be retumed to service via a color-contrasting method unless the ‘manufacturer okays it in a documented procedure, Current aircraft NDT manuals almost universally forbid the use of colored dye penetrants due to their decreased sensitivity. ‘The greatest advantage of the color-contrast method lies in its portability. It is easily applied by aerosol spray or brushed on straight from the container. There is no need for electrical outlets, black lights, Cc or any of the other specialized equipment often associated with fluorescent penetrants. Contemporary color-contrast penetrant kits are composed of a three-part system. They consist of a contrasting dye hitp://www aviationtoday.com/egi/anvshow_mag.cgi?pub=am&mon=0605aile=develop... 10/3/2006 Pages of 6KASe F «aeeg <2egkeszeee =z http://www aviationtoeC co BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 15B-2 Use Magnetic Particle inspection equipment to inspect steel aircraft part having a known sub-surface flaw or fracture Given: A steel aircraft part having a known sub-surface flaw or fracture, magnetic particle inspection equipment, applicable operating instructions, and AC 43.13-1A or an equivalent publication Performance: Level 2: Through instruction by lecture, demonstration, discussion and limited practical application the student shall have knowledge of general principles, limited practical application and developed sufficient manipulative skills to perform basic tasks Standard: Perform all steps in accordance with instructions provided, locate and “Ydentify at least one flaw or fracture Reference: Attached handout for Operating Instructions ~ Magnaflux Equipment Check out appropriate NDT kits and instructions from tool room. Part Name “NOT Method Berect Location Instructor Page 1 of 6OPERATING INSTRUCTIONS FOR MAGNAFLUX * EQUIPMENT MODEL L-10 COIL KIT Model L-10 is a portable, general purpose A.C. coil, providing a means of creating magnetic fields for the detecticn of surface cracks. Application of magnetic particles is optional by either the dry powder or the wet method. The coil will accept parts up to 10" overall diameter. It is covered with a wear resistant neoprene coating, and equipped with a foot switch. Twenty-five (25) feet of Mexible line cable is provided. ‘The kit contains a supply of Magnaflux inspection materials. ELECTRICAL CONNECTIONS ‘The 1-10 coil is constructed for use on 110-120 volt, 60 Hz alternating line current onl} in normal use. A 12 volt battery or generator may be used. A-€ volt Dettery, resulting iy reduced fietd strength in the coil, may also be used. ‘The coil will draw approximately 12 amperes when operating from a 115 volt tine, energized and with no metal in its field. Preparation Parts to be inspected should be dry and {ree of grease, oil and dirt. OPERATION Plug the line cord into any convenient source of 110-120 volt, 60 Hz, alternating current. ‘The coil is energized by depressing the foot switch. Releasing the foot switch will de- energize the coil. ‘To check the operation of the coil, energize the coil and position a lightly held screw drive or ferromagnetic rod inside the coil close to the inner wall. A very pronounced pull should be in evidence as the screw driver is moved in and out of the coil. *MAGNAFLUX, Registered U.S. Patent Office, a trademark of Magnaflux Corporation applied to its equipment and materials for magnetic particle inspection. Processes and methods used in magnetic particle inspection are covered by various U.S. Letters Patent. Page 2 of 6 -)Cc INSPECTION PROCEDURE A Orient part to be tested within the coil and close to the inner wall. Long axis of Part should be essentially parallel to the coil axis. ‘Turn the coil "ON" (via foot switch) and apply inspection medium. Dry powder can be applied directly from the 1 pound squeeze bottle or the powder bulb. "For proper application, the perferated head should be inclined at e slightly downward angle. A shaking action (similar to applying salt) in combination with a slight squeeze is required to direct the powder to the area of interest on the part. Inspections are best accomplished as the powder is being applied since indications of cracks (or other magnetic discontinuities) will form immediately. Smal parts can be manipulated within the coil with one hand while powder is being applied with the other hand. If inspection is to be carried out after the part has been removed from the coil, the coil should be de-energized prior to removal of part to prevent demagnetization. Wet method procedures are similar. In general, particles suspended in a liquid can be applied more easily to the entire surface area of a part. It should be noted that aerosol type dispensers must be sheken to get the magnetic particles in suspension Just prior to an application. With the part properly positioned within the coil, the coil is turned "ON" and the inspection medium is applied to the surface of the part. Application of the inspection medium is terminated and, after a delay, of approxinistely 1-2 seconds, the coil is turned "OFF". The part can then be removed from the coil and inspected. DEMAGNETIZATION AL To demagnetize a small part, turn the coi] "ON" and insert the part into the coil close to the inner wall. Withdraw the part {rom the coil approximately two feet before turning the coil "OFE". As for magnetization, the long axis of the part should be essentially parallel to the axis of the coil. ‘To demagnetize larger parts, it may be more convenient to move the coil over the part. In such cases, the coil can be turned "ON" and moved to the far end of the Part and then withdrawn. Again, the coil should not be turned "OFF" until it is approximately two feet from the part. DUTY CYCLE Continuous service will overheat and possibley damage the coil. To avoid such an ‘occurance, a duty eycle not in excess of 15 seconds "ON" and 15 seconds "OFF" should be adhered to. Page 3 of 6MISCELLANEOUS Weight (Coll Only) 15 3/4 Ibs. Dimensions 10 1/4 1.D. —15" 0.D. Power Source 115 volt, 60 Hz, 1 phase Line Current 12 amperes Ampere - ‘Turns 2,860 (empty) Materals supplied with kit can be replenished by contacting Magnaflux or any Magnaflux representative. Materials for the wet method are also available. Page 4 of 6OPERATING INSTRUCTIONS FOR MAGNAFLUX TYPE Y-7 A.C./D.C, YOKE ‘The Y¥-1 is.an articulating leg magnetic yoke providing A.C. or D.C. magnetic fields for defect detection in ferromagnetic materials. The Y-7 has the capability of demagneti- zation, if required, SPECIFICATIONS POWER SOURCE —— Part No. 43510 - 110/120 volt, $0/60 Hz., 1 phase. Part No. 43512 ~ 220 volt, 50 Hz., | phase. CURRENT DRAW ————— Part No. 43510 ~ 4 amps. Part No. 43512 -2 amps. MECHANICAL CAPACITY — Minimum-maximum distance across poles: 0 to 12". MAGNETIC FIELD Constant level. Pulsed, infinitely vaciable from zero to maximum. D. PULL FORCE Approximately 60 pounds maximum (flux density of 68,000 lines per square inch at 4" pole spacing). YOKE WEIGHT ————— 1.7 pounds. CONTROLS - ELECTRONIC: Solid state contained within the moulded housing. MANUAL: 1) Momentary, push to test switch 2) A.C./D.C. selector switeh 3) D.C. level control switch Two minutes "ON", two minutes "OFF" at maximum output — overheating of the yoke handle is an indication of excessive "ON" time. CAUTION — 1) DO NOT connect the power vord to a battery for portable work—power Source must be as noted on the nameplate. 2) DO NOT change the AC/DC selector switch while the unit is energized. PRINCIPLE OF OPERATION With the instrument connected to a proper power source, depressing the "Push to Test" switch creates an intense magnetic field between the legs. The resultant field can best be described as a multiplicity of invisible Lines of foree extending across the gap between the legs. As the yoke is applied to a steel plate, the magnetic circuit is closed, and the magnetic field enters the plate making its passage between the legs of the yoke at’and Very near the surface. A surface crack across this fieid cuts the magnetic circuit; the two sides of the crack become opposite poles of a magnet and a leakage field occurs in the air above the crack. Magnetic particles are attracted by this leakage field and mark its location. Page > of 6MAGNETIZING FIELD SELECTION A.C. MAGNETIZATION — This induced field is.a surface field which only detects surface ‘cracks. It is particularly useful for inspecting thick and irregular sections for surface defects. Best results are generally obtained with dry method, (PULSED) D.C. MAGNETIZATION — This induced field penetrates the work piece and detects both surface and (slightly) subsurface cracks. Best results are generally obtained with the wet method. OPERATION Adjust the legs to a spacing of 5" to 7" and place the yoke firmly upon the work piece (securing the best contact possible) with the suspected defect at a right angle to the poles. With the selector switch in either the A.C, or the D.C. position, depress the test switch to energize the yoke and lightly dust (dry powder) or flow (wet method) inspection particles over the area of interest. AS an example, when testing for longitudinal sueface racks in a weld, the yoke would be positioned so that the legs straddle the weld. If the direction of a possible defect is not know, two inspections should be made in such area, turning the yoke approximately 90° or the second inspection. Using the powder blower bulb, the area between the legs of the yoke is dusted lightly with Magnaflux powder and inspected closely for cracks or other defects, Current should remain “on” (continuous method). This process is repeated until the entire area of part is insgected. Experience with differant parts and surfaces will indicate the best magnetizing current, current magnitude, particle application, and testing procedures to obtain good inspection Tesults. The “continuous method" should always be used for maximum sensitivity. -~Always use the Jowest- magnetizing ‘current’ necessary to produce distinct indications. ‘Avoid excessively high fields which may magnetically saturate the test piece and cause a "masking effect® (hide a defect). DEMAGNETIZATION The Y-1 yoke can usually be used to obtain a.satisfactory level of demagnetization, With the instrument in the A.C, mode, place: the part across the poles and while the current is flowing slowly withdraw the part from the field to a distance of at least two feet before turning off the magnetizing current. WARRANTY: The Y-1 yoke is warranted against defective material and workmanship ‘for 90 days. In the event service is required, the yoke must be returned, transportation Prepaid, to our factory. The obligation of MAGNAFLUX Corporation is limited to the repair or replacement of the defective unit. No other obligation is expressed or implied. MAGNAFLUX Corporation assumes no liability from any claim arising from the use of this instrument. As with all inspection equipment and mediums, proper training of operating personnel is the obligation of the user and is necessary for the proper and effective use of this instrument. Form No, 21004 tea Page 6 of 6BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY Cc PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 15-2 Perform Eddy Current inspection Given: Written information concerning eddy current testing procedures, eddy current testing equipment and aircraft/engine parts with a known defect Performance: Level 2: Through instruction by lecture, demonstration, discussion and limited practical application the student shall have knowledge of general principles, limited practical application and developed sufficient manipulative skills to perform basic tasks. Standard: With the aid of an instructor the student will detect a known defect in an aircraft related part utilizing Eddie Current Testing equipment and methods. (Reference: ‘Text and written information concerning eddy current testing procedures supplied .hy-.your, iNSLRUCLOL "fe... Cc Instructor Page 1 of 1THIS PAGE INTENTIONALLY LEFT BLANKCc BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 150-2 Perform Ultrasonic Inspection Given: Written information concerning Ultrasonic testing procedures, Ultrasonic testing equipment and Ultrasonic test block. Performance: Level 2: Through instruction by lecture, demonstration, discussion and limited practical application the student shall have knowledge of general principles, limited practical application and developed sufficient manipulative skills to perform basic tasks. Standard: With the aid of an instructor the student will detect a known defect in an aircraft related part utilizing Ultrasonic Inspection equipment and methods. (™ Reference: Text and written information concerning Ultrasonic testing Co procedures.supplied by. your instructor Instructor Page 1 of 1‘THIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 16A-1 Understand Heat Treatment Processes, Tempering and Strain Hardening of steel and aluminum alloys Given: Written technical information and questions concerning heat treatment processes, tempering and strain hardening of metals Performance: Level 1: Through instruction by lecture, demonstration, discussion with no development of manipulative skill the student shall gain knowledge of general principles, but no practical application. Standard: Correctly answer without error the questions in each of the three categories. References-Text and written technical information concerning heat treatment processes, tempering and strain hardening of metals. 1. When steel is heated to a white color its temperature is Degrees Fahrenheit. 2. When the oxide on 4130 steel is between a bright and pale blue, the heat should be removed and steel allowed cooling in still air. This will temper it to a tensile strength of around oa esr 3. surfaces in aircraft engines and landing gear systems are often hardened, the core of the material is allowed to remain and tough. 4. Name two processes of case hardening: and 5. Name the three processes used in carbonizing: _ . and : : 6. Aircraft engine crankshafts and cylinder walls are commonly nitrate for increase wear resistance A. True B. False Page 1 of 210. ie 12. 13. 14. 1s. 16 Alloys are classified as heat-treatable and non-heat treatable. A. True B. False Heat treatable alloys cannot be both softened and hardened with heat. A. True B. False When aluminum is alloyed with copper or zinc, its characteristics change to the extent that it can be hardened as well as softened by the use of 7 Heat-treatable alloys have the disadvantage of being susceptible to Most popular of the heat-treatable aluminum alloys is What type or number aluminum alloy is used for structural applications in modern aircraft and is not difficult to work with Commercially pure aluminum is identified as alloy What type of aluminum is used to produce weld able parts? Both heat-treatable and non-heat treatable aluminum alloys may be - Softened by: what: procedure?:; = . removes the effect of previous heat-treatment and.of.strain hardening. Instructor _ Page 2 of 2Cc oo Cc BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 17A-3 Identify different aircraft hardware by measurement (and/or) markings Given: Aircraft hardware Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standard: Correctly identify different aircraft hardware by measurement (and/or) markings. Reference:Text_.—. .— Given dééess“td-16°piéces of aircraft hardware" identify each one. qo. Instructor : Page 1 of 1THIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY Cc PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 17B-3 Identify Aluminum alloy Sheet by visual code designators and select the appropriate aluminum alloy for specific aircraft applications Given: A random display of sheet aluminum samples including different alloy types and text material. Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to (T simulate a return to service. Standard: Correctly select all samples of the aluminum family group samples and alloys‘ for*spetific“appiication Reference: Text. Sample 1: Type Material Thickness _ Expected usage Sample 2: Type Material Thickness Expected usage Sample 3: Type Material Thickness Expected usage crsemple 4: Type Material Thickness _ Expected usage Instructor Page i of‘THIS PAGE INTENTIONALLY LEFT BLANKCc co BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 17C-3 Use SAE Code Markings to identify aircraft steel alloy Given: A list of aircraft steel alloys, text, Aviation Mechanic Handbook and Advisory Circular 43.13 Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high.degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standard: Identification of material by interpretation of code will be without error. Reference: Text, Aviation Mechanic Handbook and AC 43.13 identify each material code, alloying elements and usage MATERIAL ALLOYING ELEMENTS USAGE T. SAE 1010 2. SAE 4130 3. SAE 1045 2 4. SAE 52100 Instructor Page 1 of 1THIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY Cc PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 17D-3 Identify each rivet by head shape, alloy, dimensions, application and type letter Given: A random unlabeled display consisting of different types of AN, MS, and Cherry Max aircraft rivets and rivet identification information Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standard: (7 Proper selection of materials in conformance with technical information provided. Reference: Text, Aviation Mechanic Handbook, Advisory Circular 43.13 and -Manufactures- Guide. - Identify each rivet by markings, alloy, size, letter designator, proper usage, storage considerations and if heat treatment is required. Heat Treat Letter Before use Alloy Size Designator Structural/Non-Structural Storage Yes / No Instructor Page 1 of 1‘THIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY C = PRACTICAL PROJECT ~ GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 176-3 Identify and select materials for use in aircraft structural repairs Given: Written technical information and description of several structural repairs needed for repair of an aircraft Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high, degree of practical application the student shall gain knowledge of general principles, be knowkedgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standard: Proper selection of material in conformance with technical information (™Provided. Reference: AC 43.13 and/or aircraft structural repair sections The instructor will designate aircraft and repairs. + select the suitable materials including fasteners for repairs. 1. Defect: Reference & Page numbers tse Repair materials required: Defect : Reference & Page Repair materials required: co Instructor __ Page 1 of 1THIS PAGE INTENTIONALLY LEFT BLANKCc BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 17F-3 Identify and select aircraft control cable as to type of cable, number of wires per strand, material and whether preformed or non-preformed Given: Written technical information and samples of aircraft control cables including non-flexible, flexible and extra-flexible types Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service Standard: Proper-selection-of material in. cofformance with technical information provided Reference: Text, Aviation Mechanic Handbook and AC 43.13 Identify each cable sample by material, size, strand quantity, quantity of wires per strand, preformed or non-preformed. Strand Material Size Quantity Wire Per Stand Preformed/Non-preformed‘THIS PAGE INTENTIONALLY LEFT BLANKo BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 176-3 Safety wiring of bolts, nuts, turnbuckles and screws Proper installation of cotter pins Given: Written information and a project board consisting of various bolts, nuts, turnbuckles and screws or an actual aircraft or engine Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standard: All safety wiring and cotter pining installations will be to industry standards. ‘Reference: Text, attached Lockwiring handout, AC43.13 and Aviation Mechanic Handbook The student will: Utilizing a safety wiring board or an aircraft/engine, as directed by an instructor, accomplish the following unti] determined proficient by an instructor 1. Safety wire two bolts together. 2. Safety wire three bolts together. 3. Safety wire a screw to a bolt. 4. Single wrap a turnbuckle with .040 safety wire. 5. Double wrap a turnbuckle with .032 safety wire. 6. Install a safety clip in a turnbuckle. 7. Install a cotter pin. instructor _ Page 1 of 6LOCHWIRING GENERAL — Lockwiring is the most positive and satisfactory method of securing in place the vorious bolts, auts, and studs which hold together the ports of an engine ond which connot otherwise be satisfactorily locked. Generally speoking, lockwiring is the tying together of two oF more poris in such 0 manner that any tendency of ony one port 10 toosen will automatically be encountered by the lightening of the wire, Colterpins ore usually associated with costle nuts; however, if the cosile aut is used on o'stud, 0 coterpin would secure the aut to the stud, but would ‘not prevent the stud from-backing out of the housing. Ino cose such os this, the lockwire will oct 05 © cotterpin ond if the wire is then attoched to on odjacent par, the stud olso will be held securely in place. There ore mony combinations of lockwir ing with certoin bosic cules common to oll These rules con be oullined as follows: A. LOCKWIRE MUST ALWAYS TEND TO TIGHTEN, The wire must be instolled ia such 2 woy that it will always counteract ony tend- ency of the port to foosen. In other words it must olwoys tend to tighten ond keep the por locked in place. B. LOCKWIRE MUST NEVER BE OVER. STRESSED. Extreme core must be exercised when twisting the wires together to insure that wires ore securely tightened but not stressed 1o.the point where’ they will break under 0 slight lood C. LOCKWIRE MUST BE TIGHT WHEN INSTALLED. Thot is most important to pre vent vibration with resultant fotigue and failure, ond olso to prevent the wie from rubbing agains! some adjoceni part, cousing weer. D_ LOCKWIRE ENDS MUST ALWAYS BE BENT TOWARD THE ENGINE This 1 pri morily 0 solely precaution to guord against possible injury to the honds of the mechonics working on the engine. It is olso imperative that the port or ports lo be lockwired ore torqued to specilicotions and the holes prop erly oligned before any attempt is made 10 proceed with the lockwiring Hole Alignment Check the units to be lockwired to moke sure tho! they hove been correctly torqued ond thot the wiring holes ore properly posi tioned in relotion to each other, When there ‘ore two unils, the hole in the first unit should be between the three and the six o'clock post Page 2 of 6LOCHWIAING tions and the hole in the second unit between nine ond twelve o'clock positions [A] Pasitioning the hales in this manner insures that the wiring will heve @ positive locking efiect on the Iwo units, since the braid will chways exert o tightening pull on both unit 1: over torque of: Joosen.units.ta:abiin, proper alignment oT the holes Wt should be possible to align the wiring holes when thi Units are torqued within the specified limits However, if it is possible 1 obloin © proper alignment of the holes without either over or under tarquing, another yait should be elected which will permit proper alignment within the specified torque Simits Procedure Gols wall be us id for the purpose of de. scribing the following general wiring pro: . three and Tasest wire af the proper the hole wi lhe sux o'clock positions on the bolt head (8) To determine the proper wire to be age throw, ich hes between I used in conjunction with a particu:LOCKWIRING ieecat Page 5 of 6LOCKWIRING @. Pull the cesulting loop tight with the pliers; then, to keep the wire in place down ‘round the head of the second bolt twist the wire ends together in 0 counterclockwise direction (H). hh, Grasping the ends of the wire beyond the twist with the pliers ond keeping the wires under tension, twist them tight in @ counter- clockwise direction. With the final twisting moticn of the pliers, bend the twisted wire ends of the right oround the head of the second bolt (1) i. Cut off the excess wice ot the ends with diagonol cutters, leaving ot leost three full twisis ond avoiding shorp or projecting ends 0). Do" not twist off the ends of the wires with pliers. Basic Types of Lockwiring Exomples A ond E illustrate the proper method of wiring bolts, fillister head screws, squore heod plugs, and similor ports which ‘are wired in poirs. Example 8 illustrotes the proper mettjod ‘of wiring 0 bolt or similor port to 0 castle of slotted nut. Example C shows how lo wire three or more Units together. Note thot the broid between the second ond third units should be twisted counterclockwise so tho! the wire from the hole in the second unit will be on top of the loop around the second unit to hold it down in place. The wire inserted in the lockwire hole in the third unit should be the lower wire of the braid ond beyond the thied unit this wire should be brought over the other wire to secure the loop ia place around the heod of the thied unit, Example 0 illustrates the proper method of wiring studs ond castle nuts together. Many-seporate wiring. operations-ore re-- -—~Exemples F ond G illustrate the’ ‘prope?” quired, most of which ore covered by the seven bosic exomples illustroled heve (i) method ol wiring 9 screw or 0 plug to a fixed point, such 05 0 lug, Page 6 of 6BROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 18A-3 Inspect and check welds and samples of welded parts Given: Samples of acceptable and unacceptable welds and appropriate reference information Performance: Level 3: Through instruction by lecture, demonstration, discussion and a high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service. Standar The inspection and check will be in accordance with the reference information. Reference: AC 43.13, Text and attached handout on visual instpection of weras"” * - .. = Examine samples of welded metals and identify the weld defect Sample # Defect Instructor Page 1 of 3Ficune 10-20. Examples of good welds VISUAL INSPECTION Nondestructive testing by visual rueans is the ‘oldest method of inspection. Defects which would escape the atked eye can be magnified so they willbe visible. Telescopes, borescopes, and rognifying glasses sid in performing vieual inspection A ‘of visual inspection in thie chapter will be confined to judging the quality of completed welds by visual means, Although the appearance of the completed weld ia not positive indicat of quality, it gives e good elue to the care used in making it ‘A properly designed joint weld is stronger than the bese inetal which it joins, ‘The characteristics of a-properly, welded, joint are discussed in tbe following paragraphs. A good weld ie uniform in width; the ripples are even and well feathered into the base metal, which shows no buen due to overheating. (See figure 10-20.) The weld has good penetration and is free Reinforcement Dead width 9 Ye to 4 T vest | Penetiation a“ Ficune 10-21 (A) Butt weld and (B) filet weld, showing width of gan pockets, porosity, or inclusions. The edges af the bead illustrated in Figure 10-20 (B) are not ino steaight ine, yet the weld is good, since penetration is excellent. Peneteation is the depth of fusion in a weld, ‘Thorough fasion isthe most ieoportant character- ic which contributes to sound weld. Penetra- tion is affected by the thickness of the material to be joined, the size of the filler rad, and how it is added. In» butt weld the penetration should be 100 percent of the thickness of the base metal. On a fillet weld the pen quirements are 25 to 50 percent ofthe thickness of the base metal. The width and depth of bead for a butt weld and Billet veeld ate shown in figure 10-21. ‘To asset further in determining the quality of « welded joint, ceveral examples of incorrect welds tre discusted in the following paragraph ‘The weld shown ia igure 10-22 (A) was made too rapidly. The long and pointed appearance of the ripples was eaused by an excessive mount of heat oF an oxidizing ame. If the weld were o ind depth of bead. Page 2 of 3all t cross-sectioned, it probably would discluse gas pockets, porosity, and slag inclusions. Figure 10-22 (B) illustcates a weld that has im proper penetration and cold laps caused by insufficient heat. It appears rough and icregular and its edges are not feathered into the base metal. The puddle has a tendency to boil during the welding operation if an excessive amount of acetylene is used. ‘This often leaves slight bumps b Ficuie 10:22. Examples of poor welds, along the center and craters at the finish of the weld. Cross-checks will be apparent if the body of the weld is sound. Ifthe weld were cross-sectioned, pockets and porosity would be vieible. Such * condition is shown in Rguee 10-22 (C) ‘A bad weld with ieregolae edges and consider: in the depth of penetration ia Ik often has. the able va shown in D of figure 10-22, ‘appearance of a cold weld Page 3 of 3‘THIS PAGE INTENTIONALLY LEFT BLANKBROWARD COMMUNITY COLLEGE AVIATION MAINTENANCE TECHNOLOGY Co S = PRACTICAL PROJECT - GENERAL STUDENT NAME AMT 1040 Materials & Processes Segment General 19A-3 Precision Measuring Equipment Give Manufacture’s information, aircraft engine parts, precision measurement tooling and report form Performance: Level 3: Through instruction by lecture, demonstration, discussion and a “high degree of practical application the student shall gain knowledge of general principles, be knowledgeable of a high degree of practical applications and shall develop sufficient manipulative skills to simulate a return to service Standard: Accurate measurements should be taken using the precision tools. The attached form will be completed. (7™ Reference: Text and attached handout: on Dimensional Inspections 1. How do you determine if a 1" micrometer is reading accurately? 2. How do you determine if a 3" micrometer is reading accurately? If the micrometer is inaccurate, how do you remedy this condition? 4 Using a dial indicator, surface plate and V-blocks, check a shaft for straightness. Dimension check assigned parts, record dimension and accurately complete the attached form Cc Instructor _ Page 1 of 11€ € € 1107 38eg TRWEW [uuNUIPeH | una ‘aaumreelg [uorsuauia, “GUNIE|IUSUION - uoRduDSEg Wed Pa siqeeoinseg [Suir] sued MON | __paunsean sy = Sa re See TE mBID ToueN SqUINN TeuoS TePOW, TareW ‘SadURIER|D PUP SUd|SUSUIIG Sulu] ebaijog Ayunuuioa premoig@. Dimensional Inspection Use the proper measuring tools; such as micrometer calipers, telescoping gauges. and dial indleators to measure each part and determine that the fits are within the limits established by the manufacturer and published in the overhaul manual. You will notice in figure 4-7 that both new parts limils and serviceable limits are given. IC is at this point that the decision must be made as to which set of limits the engine is going (0 conform. It seems to be poor economy to overhaul an engine to the serviceable limits, as It is likely to run only a short while before it will wear outside of these dimensions. The increased clearances will accelerate wear and decrease the tlme be- tween overhauls. When:the enginé is next over- hauled, it will likely require more parts to be replaced. Engines bulit to new parts limits are most apt to give the best service, over the longest, period of time. Notice that the values given in the manufacturer's table of limits are, clearance dimensions. Very few Actial part sizes appear: ‘The limits are specified as the Mit of one part in ‘another. For example, ‘Piston pin-‘in piston” tells ‘us to measure the diameter of the piston pin and measure the diameter of the hole in the piston where the piston pin fits. The limit given is the maximum difference in these two values. Some measurements may require temporary assembly of some components. A typical situa- tion like this ts that of the crankshaft clearance. In this example, new main bearing inserts must be installed in the crankcase halves, and the case fs reassembled and torqued to the values recommended in the table of torques. Telescop- Ing gauges are adjusted to the inside diameter of the bearings and then are measured with micrometer calipers. The Journals of the crankshaft are then carefully measured with the ‘same micrometer, and the difference between the ‘wo values is calculated. This difference will rep- resent the clearance between the Journal and the crankshaft. For a new engine. this fis allowed to be between 0.00121 and 0.0032. The “L" fol- lowing the dimension indicates that the ft is loose, meaning that the inside diameter of the bearing is larger than the outside diameter of the crankshaft journal. Some fits, such as bushings tn the émall ends of the connecting rods, are called Interference ‘ts, and in our example are dimensioned as 0.0025T to 0.0050T. This means that the bush- ing must be from two and a half to five thousandths of an inch larger than the hole into which it fits, To press this bushing into place, ‘you must use an arbor press and a special bush- ing installation drift. Other interference fits such as valve guides and valve seats In the cylinder hheads are so tght that the cylinder heads must be heated in an oven and the guides chilled with dry kee and then assembled while Uhey have a large dimensional difference because of the temperature extremes. When the assembly ‘comes to room temperature, the proper fit will be established. All of the dimensions specified in the table of limits must be measured, and if the part does not fall within the tolerances given, it must be replaced or repaired. The exception to this are those dimensions given for interference fits. If you did not have to replace the bushings in the ‘connecting rods mentioned above, you would not remove them simply to measure thelr fit. As we ‘examine the engine parts in the repair section of Uhis chapter, specific information of dimensional inspection may accompany the repair methods. 4. Repair If the inspection reveals that the parts need repair. they must be brought back to the stand- ards established by the engine manufacturer before the engine is reassembled. Damage such as burrs’ nicks, scratches, scor- ing, or galling should be removed with a fine ol! stone, crocus cloth, or any similar abrasive sub- stance. Following any repairs of this type. the Part should be thoroughly cleaned to be certain that all abrasive has been removed, and then checked with {ts mating part to assure that the clearances are not excessive. Flanged surfaces that are bent, warped, or nicked can be repaired by lapping on a surface plate. Again. the part should be cleaned to be certain that all abrasive has been removed. Defective threads can some- times be repaired with a sultable die or tap. ‘Small nicks can be removed satisfactorily with ‘Swiss pattern fles or small, edged stones. Pipe threads should not be tapped deeper to clean Page 3 of 11them, because this practice will result in an oversized tapped hole. LF galing oF seratches are removed from a bearing surface of a Journal, It should be buffed to a high finish. 8. Crankease Crankcases are subject to such high stresses that cracks are likely to appear. Most of these fare repatrable, Crankeases are very expensive. and modern welding technology has made the welding of cracks an acceptable repair. It must be noted, however, that repalrs of this nature must be done'either by the engine manufacturer or by a certified repair station approved for this specialized type of work Welding Is done by one of the forms of inert gas arc welding, and after some of the metal has been deposited, the bead Is peened to relieve stresses built up by the welding. After the cor plete weld is made, the repair Is machined (0 match the rest of the surface. Not only are cracks repaired by welding, but bearing cavity damage may be repaired, and the crankcase line bored (o new tolerances, Camshafts normally run tn bearings cut in the crankcase without any bearing Inserts. If the clearance between the case and the cainshaft 1s greater than allowed, the bearings may be line- bored and an oversized camshaft installed. All of the studs must be checked for any indi- cation of their having loosened in operation, Any. that are bent or loose must be removed and re- placed. using oversize studs If necessary. Over- size studs may be identified by one of several methods which are shown Jn figure 4-9. Ifthe threads in the case are stripped out, they may be drilled clean with a special drill, the hole tapped with a special tap, and a stainless steel Hell-coil insert screwed Into place. Hell-coils pro: vide new threads for the hole and standard studs may then be ins(alled. There 1s no decrease in strength when (his type of repair is made b. Crankshaft The crankshaft is the heaviest and most highly stressed part of an alrcraft engine, and there are very few repairs that can be done. Thase repairs which are approved must be made by either the Figure 4-8. Crankcases may be repaired by welding and machining. When properly done, the repaired crankcase isas serviceable as a new one. Page 4 of 11arenaae on Gerona GenrmoaToN roca | cprenomor | was oncage NS io loenTicarIoW partie, | COARSE THREAD ‘COLOR INCHES) ‘STAMPED MACHINED ‘CODE verve scanosno | one owe wore | m | © 7 xxxexen 06 pve xxxxexo0s 08 cneen xx0exPo07 oo ove iwoneen | oe once Figure 49, identification of oversize studs used in aircraft engines. manufacturer or by’a repair station that is spe- cially approved for this type repair. Carefully inspect all surfaces of the shaft for ‘cfacks ‘using the ‘magnetic pafticle inspection method. Cheele the bearing surfaces for evidence ‘of galling. séoring, or other damage. When a shaft is equipped with oil transfer tubes, check them for tightness. Some crankshafis are manufactured with hol- low crankpins that: serve as sludge removers. The sludge chambers may be formed by means of spool-shaped tubes pressed into the hollow crankpins or by plugs pressed into each end of the crankpin. ‘The sludge chambers or tubes must be removed for cleaning at overhaul. If these are not removed, accumulated sludge loosened during cleaning may clog the crankshaft oll passages and cause subsequent bearing failures. If the sludge chambers are formed by means of tubes pressed into hollow crankpins, make certain they are reinstalled correctly to avoid covering the ends of the oll passages. Use extreme care in inspecting and checking the crankshaft for straightness. Place the crankshaft in vee-blocks at the location specified in the overhaul manual. Using a surface plate and a dial indicator. measure the shaft run out. Uf the total indicator reading exceeds the dimen: sions given in the manufacturer's table of limits, the shaft must not be reused. A bent crankshalt should not be straightened. Any attempt to do so may rupture the nitrated surface of the bearing Journals, a condition. that. will cause. eventual failure of the crankshaft. Measure the outside diameter of the ‘crankshaft main and réd bearing journals. Com- pare the resulting measurements with those in the table of limits. If the Journals are scored or out of round, the shaft can be ground to the proper undersize dimension. When it has been determined that there are no cracks in the crankshaft, and that the shaft is not bent. it is placed in a special lathe and all of the main and connecting rod Journals are ground to the proper slze. Special care must be taken with the radius between the bearing surface and the crank cheek because of the extremely high stresses en. countered with aircraft crankshafts. Alter all of the journals have been ground, they are polished and the crankshaft 1s surface hardened by the nitrating process. The propeller flange is then cadmium plated. The crankshaft is given a final Page 5 of 11REMOVAL TAP MELICOIL INSTALLATION "Toot ser? TOOL Figure 4-10. Hel-coil tools used for removing and In- ‘stalling Hell-coll Inserts in an alrcraft engin FIN REMOVAL TO THIS UNE ONLY t fever BASE METAL Figure #11. When dressing a damaged fin on an alrcratt cylinder head,da.not remove more material than the manufacturer allows. magnetic particle inspection and all of the sludge plugs. counterwelghts, and other removable ‘components ase reinstalled. ©, Cylinders Inspect the cylinder head for internal and ex- ternal cracks. Carbon deposits must be cleaned from the inside of the head, and paint must be removed from the outside for this inspection. Magnetic particte inspection may be used on the cylinder barrel, and the dye-penetrant inspection method used to find defects tn the cylinder head, Exterior cracks will show up on the head fins where they have been damaged by tools or con- tact with other parts because of careless han- dling. Cracks near the edge of the fins are not dangerous if the portion of the fin is removed and contoured properly. Cracks at the base of a fin are a reason for rejecting a cylinder. Note carefully the percentage of the total fin area that 4s removed. This must not exceed the limits es- tablished by the manufacturer. Inspect the head fins for damage besides cracks, Dents or bends in the fins should be left alone unless there is danger of cracking. Where pleces of the fin are missing, the sharp edges should be filed to a smooth contour. Fin breakage In a concentrated area will cause dangerous local hot spots. Breakage near the ‘spark plug openings, or on the exhaust side of the cylinder, is obviously more dangerous than other areas. Inspection of valve seat inserts before they are refaced ts mostly a matter of determining if there is enough of the seat left to correct any pitting, burning, scoring, or out-of-trueness. Inspect spark plug thread inserts for condition of the threads and looseness. Run a tap of the proper size through the insert. If there are threads missing or damaged, replace the thread insert. Inspect the rocker shaft bosses for scoring. cracks, oversize, or out-of-roundness. Scoring Is generally caused by the rocker shaft tuming in the bosses, which means that either the shaft was (00 loose in the bosses or a rocker arm was too Light on the shaft. If valve sticks, the rocker shaft tends fo, work up and down when the valve ‘offers excessive resistance to opening. Inspect for Figure 4-12. Checking oylinder bore with a dial bore Indicator. Page 6 of LLout-of-roundness and oversize using a telescop- ‘ng gauge and a inicrometer. Inspect the ‘cylinder barrel for wear, using a dial bore Indicator, a telescoping gauge and micrometer, or an inside micrometer. Dimen- clonal inspection of the barrel consists of the fol- Jowing measurements: (Q) Maximum taper of cylinder walls. (2) Maximum out-of roundness. (3) Bore diameter. (4) Step. (5) Fit between piston skirt and cylinder All measurements involving cylinder barrel diameters must be laken at a minimum of two positions 90 degrees apart. In the particular plane being measured. The use of a dial bore in- dicator is shown in Agure 4-12. ‘Taper of the cylinder walls ts the difference be- ween the diameter of the cylinder barrel at the bottom and the diameter at the top. The eylinder is usually worn larger at the top than at the bot- tom. This taper is caused by the natural wear pattem. At the top of the stroke, the piston is ‘subjected to greater heat and pressure and more erosive environment than at the bottom of the stroke. Also, there ts greater freedom of move: ment at the top-of the stroke. Under these oni tions, the piston will wear the cylindér wall Where cylinders-are built with choke, measurement of taper becomes more complicated. It 1s necessary to know exactly how the size indicates wear or taper. Taper can be measured in any cylinder by a cylinder dial gauge as long as there is not a sharp step. This, dial gauge tends to ride up on the step and causes Inaccurate readings at the top of the cylinder. ‘The measurement of out-ofroundness is usually taken at the top of the cylinder. However, a reading should also be taken at the skirt of the cylinder to detect dents or bends caused by care less handling, Inspect the cylinder walls for rust. pitting, or scores. Mild damage of this sort can be removed, when the rings are lapped. With more extensive damage, the cylinder walls will have to be reground or honed. If the damage Is too deep to remove by either of these methods, the cylinder usually wall have to be rejected. Check the cylinder flange for warpage by plac ing the cylinder on a sultable jig. Check to see nientional that the flange contacts the Jig all the way around. The amount of warp can be checked using a thickness gauge (gure 4-13). A cylinder whose flange 1s warped beyond allowable limits should be rejected. Cylinder repair schemes include the replace- ment of rocker pin bushings, valve guides and seats, spark plug thread inserts, and several methods of dealing with barrel diameters, Cylinder barrels which are worn beyond Limits, or have scoring or pitting, may be restored to use by one of three methods: (1) grinding oversize and installing oversize pistons and rings. (2) grinding oversize and applying porous chrome plating (o restore the original diameter, and (3) installing @ new cylinder barrel on the service able head. Each of these operations requires the services of a specialized repair station. Welding is also being used for repair of cylinder heads. Many cracks are now being repaired by welding, as well as the restoration of damaged areas in the aluminum casting. Again, SURFACE PLATE WITH HoLe pono ron evtinben Skin coHeck wanpace with \ THICKNESS GAUGE — Figure 4-13. Check for cylinder tlange warpage using a special surface plate. Page 7 of IL——-HRESHEEERes IL eager” Figure 4-14. Method of checking a poppet valve siem for stretch. this is very specialized work and must be ac- complished by an appropriately certifled repair station, 4. Valves And Valve Springs Some valves may not be reused, and the manufacturer's service information will clearly Indicate if that is the case. Where valves may be reused, they must be carefully examined for any indication of overheating that could render them unserviceable. -Any.nicks:or scratches.in the valve stem near Uie spring fetalrier grodvé Is cause for rejection, of the valve. Valve stretch is also cause for relec- Uon’ and is"indicated by a valve whose ster diameter at the center measures less than the diameter at the spring end: Chuck the valve in the valve grinding machine and, using a dial indleator, check to see that the face runs true with the stem. The allowable lolerance is usually very small FACE OF vatve must RUN sae WITH STEM wiTHin speciried timers Figure 4-15. itis Important thatthe valve margin (A) is within manufacturer's tolerances. If the valve ts in otherwise acceptable condl- ion, the valve margin (dimension A In figure 4- 16) should be examined (o determine if refacing Is possible. if there ts euictent margin. the valve may be refaced by grinding to the proper angle. Remove only enough material to clean up any ‘wear marks or pils on the valve face, and be sure hat the surfaced valve has al least (he minimum, edge thickness (margin) when the grinding Is complete. If the overhaul manual specifies an inter- ference Mt be ground between the valve face and he valve seat, the face Is ground between one- half and one degree flatter than the seat. This is so that the valve will seat with a line contact at its outer edge. Examine the valve springs for cracks. rust, broken ends, and compression. Cracks can be located by visual inspection or the magnetic par- Uicle method. Compression Is tested with a valve spring tester. The spring is compressed until its total height Is that specified by the manufac: (urer. The dial on the tester should indicate the pressure (in pounds} required to compress the spring to the specified height. This’ must be within the pressure limits established by the manufacturer. ¢. Pistons And Rings IF it is permissible to reuse the pistons, they must be carefully. inspected. The pistons must have been cleaned and all of the carbon removed from the ring grooves and the oil relief holes in the lower ring groove. Inspect the piston for cracks. The dye-penetrant method’ of inspection may be used here. Cracks are more likely to be formed at the highly stressed points: therefore, inspect carefully at the base of the pin bosses. inside the piston at the Junction of the walls and the head, and at the base of the ring lands, espe: cially the top and bottom lands. When applicable, check for flatness of the pis ton head using a straightedge and a thickness DESIRED (1+ ANGLE) 1 ITAKE VALVE ‘©xHAUST VALVE Figure 4-16. An interference iit is ground between the valve and its seat to provide aline contact seal. Page 8 of 11