The SRM revisions—incorporating DC-10, MD-11, MD-80, MD-90 and 717 aircraft—take the form of a look-up table that allows users to match flaw type/size with either a metallic repair or the equivalent composite doubler repair.
From: Aircraft Sustainment and Repair, 2018
Development and Validation of Bonded Composite Doubler Repairs for Commercial Aircraft
Dennis Roach, Kirk Rackow, in Aircraft Sustainment and Repair, 2018
8.3 Revision of Structural Repair Manual
After successful completion of the Pilot Program, the Structural Repair Manuals were modified to include this set of three composite doubler designs. This allows for more routine use of composite doubler repairs within the allowable application regime specified in the manuals. The SRM revisions—incorporating DC-10, MD-11, MD-80, MD-90 and 717 aircraft—take the form of a look-up table that allows users to match flaw type/size with either a metallic repair or the equivalent composite doubler repair. Using these look-up tables, maintenance facilities can have the option of choosing the traditional metallic repair or the ‘equivalent’ composite doubler repair. The engineering drawing for the composite repairs was integrated into the SRM. The NDT procedure for bonded composite doublers (ultrasonic resonance technique) was also included in the Boeing NDT Standard Practices Manual. Finally, a set of training classes are being developed to safely integrate composite doubler technology into the commercial maintenance depots. The classes will cover all aspects of design, analysis, installation, quality control and in-service inspection. They will describe the infrastructure and personnel capabilities/training that must be present at an aircraft maintenance depot in order to safely utilise the technology.
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Nondestructive Inspection and Repair: Because Things Do Not Always Go As Planned
F.C. Campbell, in Manufacturing Processes for Advanced Composites, 2004
13.7 Repair
All repairs of composite or bonded assemblies should be conducted per the specific instructions outlined in the Structural Repair Manual (SRM) or Technical Order (TO) for the aircraft. These manuals are prepared by the aircraft manufacturer and approved by the appropriate governing agency, such as the Federal Aviation Agency (FAA) for commercial aircraft or the Air Force/Navy/Army agency for military aircraft. If the damage exceeds the limits specified in the manual, it is imperative that a qualified stress engineer approves the repair procedure. All personnel conducting structural repairs should be trained and certified in the repair procedure. The instructions in the repair manual must be followed to the letter. A repair that is done incorrectly can often result in a second more extensive and complicated repair.
Repairs can be categorized as fill, injection, bolted or bonded repairs. Simple fill repairs (Fig. 17) are conducted with paste adhesives to repair non-structural damage such as minor scratches, gouges, nicks and dings. Injection repairs use low-viscosity adhesives that are injected into composite delaminations or adhesive unbonds. Bolted repairs are usually done on thick highly loaded composite laminates while bonded repairs are often required for thin skin honeycomb assemblies. Like NDI, the literature on composite repair is quite extensive. An excellent in-depth treatment of repair technology can be found in Ref. 6.
Fig. 17. Typical Composite Repairs
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Repairing composites
F. Collombet, … R. Thévenin, in Advances in Composites Manufacturing and Process Design, 2015
10.1 Introduction
“In-field” repair of composite primary principal structures is a very strategic issue for the aeronautical industry. Obviously, whatever the material (metallic or composite), the Structural Repair Manual (SRM) does not cover all repairs. As far as a composite solution is concerned, the fuselage and wing cannot be dismantled (and even if it could be it would not be in accordance with schedule and cost for airline companies; see Figure 10.1). Structural damage needs a “case-by-case” solution including design, calculation phases, damaged zone removal, patch construction, set-up, and finishing.
Figure 10.1. Views of large repairs with (left) A340-541 after a tail strike (http://www.atsb.gov.au/media/3532364/ao2009012.pdf) and (right) B787-8 after a fire under the crown in front of the vertical tail fin (http://airwaysnews.com/blog/category/aircraft-manufacturing-and-technology/page/11/).
A view of A340-541 after a tail strike (MSN 608) of Emirate Company for Flight EK-407 is shown in Figure 10.1 (left) with no injuries and no fatalities. The incident occurred on March 20, 2009. The return to flight (RTF) was on December 22, 2009, after a stop of 277 days for a repair cost of about 80 million USD, which is an amount higher than 33% of the aircraft cost (A/C cost). Even if a structural repair had been defined and validated by Airbus experts, Emirate Company decided to replace all damaged parts.
A view of B787-8 after a fire under the crown in front of the vertical tail fin of an Ethiopian Airlines aircraft in Heathrow Airport (UK) is shown in Figure 10.1 (right) with no injuries and no fatalities. The RTF was July 12, 2013 after a stop of 160 days for a repair cost of about 5 million USD, which is a few percent compared to the A/C cost. These two costs do not include grounding costs, which are really huge. An order of magnitude of cost to airlines of an unscheduled aircraft on the ground is, on average, $100,000 per day (Source: Boeing, http://www.compositesworld.com/articles/in-situ-composite-repair-builds-on-basics).
Everything needs to be controlled and approved by certification authorities. The requirements must be accepted worldwide by companies and certified by airworthiness authorities, which include the US Federal Aviation Administration (FAA) as well as the European Aviation Safety Agency (EASA).
Repair of primary principal composite structures involves complex patches including thickness variations, stiffeners and/or frames’ parts, and opening frames. Obviously, the development and production of unitary complex primary composite structure as quickly as possible is a great challenge! Composite solutions need to be considered with real “industrial” variabilities and with a continuous link between all scales (from microscale to structure scale). A definition of the state of the field is mandatory for “in-field” repairs of composite primary principal structures.
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Repair of damaged aerospace composite structures
E. Archer, A. McIlhagger, in Polymer Composites in the Aerospace Industry, 2015
14.6 Conclusion and future trends
Regarding the current composite airframes, Boeing claim their rapid composite repair technique for the 787 offers temporary repair capability to get an airplane flying again quickly, despite minor damage that might ground an aluminium airplane. The 787 SRM specifies three types of composite repair: traditional vacuum debulked bonded scarfed repair, the company’s patented quick composite repair technique and conventional bolted repair [29]. Looking to the future, EADS Innovation has been working on automation that might eventually carry out an entire repair cycle encompassing damage detection, surface preparation, repair patch creation, patch application and finally quality assurance checking. Meanwhile, the German Aerospace Research Centre DLR has been investigating the automation of resin-infused repairs. The aim is to develop scarf repair capability including damage removal by computer-controlled milling, impregnation of a dry preform laid into an excised site, and subsequent cure. DLR claims the method is particularly appropriate for curved areas, reducing complexity and avoiding the need to produce special tooling. Laser specialists cleanLASER and SLCR, also in Germany, are separately working on systems to prepare repair sites. GKN Aerospace (Isle of Wight, U.K.) and SLCR Lasertechnik (Düren, Germany) have agreed to develop automated laser repair for composite structures on aircraft [30]. Looking beyond state of the art, research on structural health monitors using techniques such as embedded fibre optic strain sensing and self-healing composites using microvascular systems of repair networks have been demonstrated. Whatever the future holds, the approach for the composite structure design teams needs to be based upon input and knowledge gained from a working relationship established with the airline maintenance personnel. This can be accomplished through repair workshops, or inquiries, involving airline and OEM customer support personnel, engineering personnel and involvement with the Commercial Aircraft Composite Repair Committee (CACRC). CACRC meets twice per year, under the auspices of the SAE International, alternating between Europe and North America. The remit is to address issues experienced by aircraft operators when maintaining composite components on commercial aircraft. Delegates are drawn from airlines, OEMs, regulatory authorities, material suppliers and maintenance and repair organisations.
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Repair of metallic airframe components using fibre-reinforced polymer (FRP) composites
A.A. Baker, in Rehabilitation of Metallic Civil Infrastructure Using Fiber Reinforced Polymer (FRP) Composites, 2014
2.1 Introduction
Airframe structures must be repaired or replaced when service damage results, or has the potential to result, in the residual strength being reduced below an acceptable level for flight safety. The most prevalent forms of service damage in aging metallic airframe components are cracks and corrosion. The availability of efficient, rapid and cost-effective means of making repairs is a very important economic requirement for both military and civil aircraft. Repairs to significant damage generally involve the attachment of a reinforcing metallic patch or doubler over the damaged region. The aim is to restore mechanical properties to the original design specifications, including: residual strength, stiffness, fatigue resistance and damage tolerance.1 The method of attaching the repair patch prescribed in the Structural Repair Manual (SRM) for the aircraft uses bolts or rivets. Figure 2.1a is a schematic of a typical mechanically fastened repair, for example to a wing skin. Generally, prior to application of the reinforcement, the defect – typically a crack – is removed leaving a round or elliptical shaped smooth-edged cut-out.
2.1. Comparison of typical repair involving mechanically fastened patches (a) with one involving adhesively bonded fibre composite patches (b).
Although these SRM repair procedures are generally effective, they can have limited fatigue lives, especially for repairs to relatively thick, highly loaded primary structure; they are also damaging in that they require a large number of extra fastener holes. The purpose of this chapter is to show that application of a fibre composite patch by structural adhesive bonding over the defective region, as illustrated in Fig. 2.1b, can provide a far more efficient and cost-effective repair as well as being much less damaging, fatigue prone and intrusive to the structure.
This chapter discusses the repair of metallic aircraft structure with adhesively bonded fibre-reinforced composites, mainly from an Australian perspective. Firstly, a brief background is provided on the advantages and scope of bonded composite repairs for aircraft structure – including material choices. Details are then provided on the technology for applying the reinforcing patches to the structure, especially the critical issue of surface treatment for durable adhesive bonding. The design of patch repairs is then discussed, mainly from the perspective of estimation of stress intensity in the patched crack, including some experimental confirmation of an analytical model.
The future challenge in the certification of bonded repairs for flight-critical applications is discussed, and a proposal is made on how to meet this challenge. This is based on the testing of representative joints to obtain material allowables for the patch system and the use of proof testing or structural-health monitoring to validate the through-life integrity of the applied patch. Finally, two applications, one USAF and the other Australian, are briefly described followed by a conclusion on limitations and lessons learned.
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Continuing1 Airworthiness and Air Operator’s Certification
Filippo De Florio, in Airworthiness (Third Edition), 2016
10.2.5.2 Standard repair
According to point 21.A.431B
Standard repairs are repairs:
- (1)
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in relation to:
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aeroplanes of 5700 kg Maximum Take-Off Mass (MTOM) or less;
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rotorcraft of 3175 kg MTOM or less;
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sailplanes and powered sailplanes, balloons, and airships as defined in ELA1 or ELA2.
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that follow design data included in certification specifications issued by the Agency, containing acceptable methods, techniques, and practices for carrying out and identifying standard repairs, including the associated instructions for continuing airworthiness; and
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that are not in conflict with TC holders data.
There are types of damage that can be anticipated, so that the repair of this damage can be studied in advance. Manual and other Instructions for Continued Airworthiness (such as Manufacturer Structural Repair Manual) are provided by the TCH for the aircraft operators and contain useful information for the development and approval of repairs.
When these data are explicitly identified and approved, they may be used by the operators without further approval to cope with anticipated in-service problems arising from normal usage provided that they are used strictly for the purpose for which they have been developed. Of course, damages that cannot be anticipated have to be approved on a case-by-case basis.
21.A.433 Repair Design
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The applicant for approval of a repair design shall:
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demonstrate compliance with the type-certification basis and environmental protection requirements incorporated by reference in the type-certificate or supplemental type-certificate or APU ETSO authorisation, as applicable, or those in effect on the date of application (for repair design approval), plus any amendments to those certification specifications or special conditions the Agency finds necessary to establish a level of safety equal to that established by the type-certification basis incorporated by reference in the type-certificate, supplemental type-certificate or APU ETSO authorisation;
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submit all necessary substantiation data, when requested by the Agency;
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declare compliance with the certification specifications and environmental protection requirements of point (a)(1)
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Where the applicant is not the type-certificate or supplemental type-certificate or APU ETSO authorisation holder, as applicable, the applicant may comply with the requirements of point (a) through the use of its own resources or through an arrangement with the type-certificate or supplemental type-certificate or APU ETSO authorisation holder as applicable.
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Adhesively Bonded Repair/Reinforcement of Metallic Airframe Components: Materials, Processes, Design and Proposed Through-Life Management
Alan A. Baker, John Wang, in Aircraft Sustainment and Repair, 2018
1 Introduction
The objective of this chapter is to highlight the key topics for bonded composite repairs and to suggest approaches to repairs and reinforcement that contribute to extending the lifespan and/or the inspection interval when applied to primary airframe structures.
This chapter lists the scope of bonded repairs and reinforcements—some applications are listed in the appendix. Important materials, processes and design issues are presented, based on Australian approaches. Finally, key issues are addressed with the focus on adhesive bond structural integrity for through-life management of repairs.
Structural modifications to airframe structures are frequently made either to repair regions damaged by fatigue cracking or to extend fatigue life by reducing stresses in prospective regions of cracking.
With traditional repairs a metallic patch or doubler is attached to the parent structure using bolts or rivets after removal of the cracked region. The aim is to restore mechanical properties, including: residual strength, stiffness, fatigue resistance and damage tolerance to an acceptable level.
Structural reinforcements use a similar approach, but in this case the objective may be to reduce strain at a known ‘hot-spot’, where future cracking is anticipated due to a local stress concentration, or simply to restore strength and stiffness to replace material lost by corrosion following a grind out.
When repairing cracks, the method for attaching the repair patch generally prescribed in the aircraft’s structural repair manual (SRM) uses bolts or rivets. Fig. 1A shows a schematic of a typical mechanically fastened repair recommended, for example, for a wing skin suffering fatigue cracks. Prior to application of the reinforcement the defect—typically a crack—is removed to leave round or elliptical shaped smooth-edged cut-out.
Fig. 1. Comparison between (A) mechanically fastened and (B) bonded repairs.
Well designed and correctly implemented these SRM repair procedures are effective in the short term, however, they may have limited fatigue life due to the development of high stresses at the new fastener holes. Some problems associated with mechanical repairs are listed in Fig. 1A include the danger of inadvertent damage to the internal structure, wiring and hydraulic lines.
An alternative approach is to apply the repair patch over the defective region using structural adhesive bonding as illustrated in Fig. 1B. This approach is far more efficient in transferring loads from the parent structure into the patch or reinforcement, and does not cause damage to the parent structure because there is no requirement for fastener holes. This approach does not require removal of the crack; this is an important advantage because in many cases removal of the crack is difficult or not feasible.
The use of composites, especially boron/epoxy and carbon/epoxy, have many advantages [1] over metals for the patches and reinforcements. These include high strength and stiffness, fatigue and corrosion resistance, formability and the ability to be ‘tailored’ to match stress and stiffness requirements precisely. Low electrical conductivity is an important advantage of boron/epoxy because it avoids galvanic corrosion problems with the parent structure and enables use of eddy-current nondestructive inspection (NDI) to detect cracking in the parent structure.
To demonstrate the advantages of using bonded repairs for crack repair, fatigue tests were performed on patched edge-notched 2024 T3 aluminium alloy panels, shown inset with details in Fig. 2A and B. The total thickness of the aluminium patches, on both sides, was equal to the thickness of the metal. The plotted points show crack growth. Unidirectional boron/epoxy was chosen for the bonded patch. As unidirectional boron/epoxy in the fibre direction has three times the elastic modulus of aluminium, the thickness used was 1/3 the thickness of the panel.
Fig. 2. Comparison of patching efficiency between a mechanically fastened mechanical repair (A) and an adhesively bonded composite repair (B).
Another very important advantage of using boron/epoxy is its nonconductivity. Therefore, inspection techniques (NDI) using eddy currents can be used to detect crack growth—as shown by the plotted points in Fig. 2.
Fig. 2A shows that the mechanically attached metallic patch provides poor reinforcing efficiency since there is only a very slight reduction in crack growth rate. Also, as seen in Fig. 2, once the crack emerges from under the patch it grows very rapidly. The metallic patch can appear to be effective in some cases if the crack arrests temporarily in a fastener hole. In contrast, the adhesively bonded boron/epoxy patch is shown to reduce the rate of crack growth significantly, even when it emerges from under the patch. The growth rate of the emerging crack with the boron/epoxy patch is similar to the rate expected for a crack of the emerged length, indicating that the patch is still effectively restraining crack opening.
A summary of the advantages of bonded repairs compared with mechanical repairs is provided in Fig. 1.
As stated earlier, aim of this chapter is to highlight some of the key issues with bonded composite repairs and to suggest approaches where credit may be given to the repair or reinforcement for extending life and/or the inspection interval when applied to primary airframe structures.
In this chapter the scope of bonded repairs and reinforcements, with examples of applications, is first discussed very briefly. Then key materials and process and design issues are discussed, focusing on Australian approaches. Finally, the discussion focuses on the key issue of how to access adhesive bond structural integrity, especially in relation to the through-life management of repairs.
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Polymer Matrix Composites: Applications
John Tomblin, … Cindy Ashforth, in Comprehensive Composite Materials II, 2018
3.9.4 Conclusions and Recommendations
3.9.4.1 Critical Bonded Repair Processing Parameters
Critical processing parameters were identified from this research work. These parameters must be carefully evaluated during the process development and validation
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Repair station environment.
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Timeframe for repair performance and execution.
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Repair material out time and storage life.
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Batches of materials used.
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Quality of the repair scarf.
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Time lag between drying and final cure.
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Pre-bond moisture.
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Surface preparation.
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Number of filler plies.
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Resin mixing ratios (wet lay-up repairs).
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Resin work life (pot life, wet lay-up repairs).
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Repair bagging scheme and materials.
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Heat blanket and thermocouple installation (hot bonder calibration).
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Repair cure cycle ramp up rate.
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Repair cure dwell time.
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Vacuum level achieved during repair cure.
3.9.4.2 CACRC Standards
The results also showed that when properly followed, the procedures following the CACRC standards yielded strong durable repairs. CACRC standards cannot be used as a sole document to repair a composite part. These standards represent best practices/techniques for repair and therefore a part specific document is required. The CACRC standards can however be used along with an SRM or other part specific repair document.
3.9.4.3 Bonded Repair Variability
Research work showed variability in the repair residual strength results between depots and mechanics and underscored that repair technician experience alone is not a predictor of repair performance and that some of the process deviations may have been avoided with more stringent quality control oversight.
3.9.4.4 Repair Process Development, Substantiation, and Knowledge Transfer (Records Keeping)
Results of the study also demonstrate the importance of repair process development, substantiation and proper execution. Process substantiation should include understanding of the critical process steps and parameters affecting the repair performance and the consequences of bad process implementation. Because of the chemical characteristics of the various systems used for bonding and repair, it is very important to understand the capabilities and limitations of the specific systems especially when they are close to the end of their storage and/or work lives. The use of adequate processes specific to the materials used is key to the structural integrity of the repaired part. Caution should be exercised when applying results from one material system to the next.
This should be used to demonstrate that the substrate will yield durable bonds in service, and must be conducted in the most aggressive environments the structure will be subjected to.
Knowledge transfer in the form of training, validated repair instructions and repair records and documentation is an integral part in ensuring repair process repeatability, stability and thus structural integrity of the repaired component. Process documentation is necessary to ensure strict adherence to the process. QA oversight is strongly advocated.
3.9.4.5 Repair Curing Process Simulation
The simulation of cure process for bonded repairs can be used for process development, to understand the evolution of cure as well as the development of residual stresses. For large repair areas on complex structures with multiple components, this can be used to identify the optimal layout for heat blankets and thermocouples.
3.9.4.6 Workforce Education and Training
The study demonstrates the importance of workforce education and training for the proper execution of bonded repairs to composite substrates. Part specific training of the composite repair workforce, taking into account the process learning curve, is strongly advocated. At this point, due to the potential for understrength bonded repairs, and limitations in inspection methods, repair sizes should be limited such that the repair failure will not cause the aircraft to lose its capability for continued safe flight and landing.
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Surface Treatment and Repair Bonding
Andrew N. Rider, … James J. Mazza, in Aircraft Sustainment and Repair, 2018
1.4 Standards and Environments for Adhesive Bonding
The facilities, environment, conditions, skills and techniques available for adhesive bonding vary widely. However, it must be emphasised that the quality and long-term performance of an adhesive bond relies on attention to standards and the skill of the technician, together with controls over processes and procedures for all bonding situations.
1.4.1 Bond Integrity and Standards
Adhesively bonded components are manufactured, and bonded repairs are conducted, without the benefit of a comprehensive set of effective nondestructive process control tests or techniques to fully assess the through-life integrity of the bonded product. Standard nondestructive inspection (NDI) techniques may be able to detect physical defects leading to voids or airgaps in bondlines, but they cannot detect weak bonds or bonds that may potentially weaken in service. Recently, however, there has been a proof test developed based on shock waves generated by a high-peak power, short-pulse laser, which provides some hope that a localised measurement technique with the ability to consistently verify bond strength will be available in the future [20,21]. In the meantime, the quality and integrity of the bonded component will rely on a fully qualified bonding procedure, together with the assurance that the process was carried out correctly. The Aloha Airlines Boeing 737 incident in April 1988, where the aircraft lost part of the cabin roof in an explosive decompression [22,23], illustrates the importance of bond durability and more importantly, the ease with which this issue can be overlooked.
In the repair environment, experience has shown that some bonded repair designs and application procedures have little chance of success and can, in some cases, decrease the service lives of components [24]. A survey of defect reports conducted at one Royal Australian Air Force (RAAF) Unit [24–26] indicated that 53% of defects outside structural repair manual limits were related to adhesive bond failure. In addressing the standards applied to adhesively bonded repairs, the RAAF [27] have established a substantial improvement in the credibility of bonded repair technology.
1.4.2 Adhesive Bonding Environments
The performance of an adhesive bond is sensitive to the adherend surface treatment and the environmental conditions under which the bond is prepared. Facilities located adjacent to operational airbases or in industrial environments need to have concern for the effect of hydrocarbon contamination. Facilities in tropical locations need special consideration for the effect of heat and high humidity.
Factory manufacture uses specialised facilities and staff. The facilities will include vapour degreasing or alkaline cleaning, etching tanks, anodising tanks, jigs, autoclaves and appropriate environmental controls. Adhesives will be stored in freezers, and monitoring procedures will be in place. There is a well-trained workforce with skills maintained through production volumes, and highly developed inspection procedures are available.
At the other extreme, field repairs are generally conducted with relatively unsophisticated facilities, minimal surface treatments, vacuum bag or reacted force pressurisation and little or no environmental control. Staff multiskilling and rotation influence the currency of experience and hence the quality and performance of adhesive bonds [28]. The requirement for environmental controls, the attention to bonding procedure detail and the need for staff training and supervision are of particular concern. If the use of training measures can be combined with regular monitoring, then any deviation in quality of repairs or bonding operations being undertaken can be identified. At one RAAF repair depot, the ongoing review of wedge test data enabled deviation in standard practices or degradation in application equipment to be identified and remedied [29]. The use of quality control tools can also aid in continued monitoring of processes to improve reliability [30,31].
Depot-level repairs are conducted with facilities and staff skills that vary considerably. Some depots have almost factory-level facilities and high level of staff skill. Other depots are capable of only low-level bonded repairs and are little removed from a field repair capability.
Laboratory experiments are designed to establish knowledge and principles. It is easy to overlook important detail from factory or field experience since most laboratories are held to close environmental tolerances and do not resemble the workshop environment.
1.4.3 Constraints for On-Aircraft Repairs
On-aircraft repairs impose additional constraints on processes and procedures. The considerations include: accessibility of the area, limitations in the use of corrosive chemicals, adequacy of environmental controls and constraints on the tools for pressurisation and heating of the bond during cure. Safety, health and environmental issues are more demanding for on-aircraft bonding since it is harder to control, contain and clean-up hazardous chemicals. Constraints on the use of electrical power on fuelled aircraft, or those with inadequately purged fuel tanks, can restrict the range of treatment and bonding methods available. The surrounding aircraft structure imposes constraints on the choice of surface preparation, heating arrangements and pressurisation tools.
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Polymer Matrix Composites: Applications
Cindy Ashforth, Larry Ilcewicz, in Comprehensive Composite Materials II, 2018
3.1.3.3 Other MOC Publications
In addition to AC 20-107B, the FAA has published numerous other MOC documents related to composites. A partial list is given below, with highlights of the document content.
3.1.3.3.1 PS-ANM-25-20 “HEWABIs for composite structures”
To show compliance with §25.571(a), the applicant must show, among other things, that catastrophic failure due to accidental damage will be avoided throughout the operational life of the airplane. The applicant is required to consider possible damage scenarios when evaluating accidental damage that could result in catastrophic failure. One of these damage scenarios the applicant should assess is accidental damage caused by HEWABI events. HEWABI events (e.g., impacts by service vehicles) are impacts that are spread over a large area and convey sufficient energy to cause potentially catastrophic structural damage. While the damage caused by a HEWABI event is typically readily visible in metallic structure, such damage may leave little or no external indications in composite structure. To ensure that any potentially catastrophic damage resulting from a HEWABI event is detected and repaired, applicants must provide appropriate conditional inspection instructions, or other procedures, to be implemented at the occurrence of such impact events as required per § 25.571(a)(3).
3.1.3.3.2 PS-AIR-20-130-01 “Bonded repair size limits”
This policy reviews the regulatory basis and establishes the guidance in setting size limits for bonded repair to critical composite (monolithic and sandwich structures) and metallic structure. Bonded repair of critical structure must first be constrained to the sizes allowed by substantiating design data. Source documents, such as a structural repair manual, may define repair size limitations based on the limits of the substantiating design data generated by the DAH for repair purposes. This policy informs ACO engineers and designees that due to inspection limitations, bonded repair must be further limited to a maximum size whereby limit load residual strength can be demonstrated with a complete or partial failure of the bond within the repair or base structure arresting design features. This policy is not intended for minor repairs.
3.1.3.3.3 PS-ACE100-2-18-1999 “Policy on Acceptability of Temperature Differential between Wet Glass Transition Temperature (Tgwet) and Maximum Operating Temperature (MOT) for Epoxy Matrix Composite Structure”
This policy is for general aviation aircraft, but can be applied to other products. It states that in general, a minimum of 50°F differential will be used as a guideline determining the acceptability of the temperature differential between Tgwet and MOT for epoxy matrix composite structure. This guideline can be superseded by additional data showing sufficient structural capability when the Tg temperature differential is not met.
3.1.3.3.4 PS-ACE100-2005-10038 “Bonded joints and structures – Technical issues and certification considerations”
This policy is for general aviation aircraft, but can be applied to other products. The purposes of this policy statement include: (1) to review the critical safety/technical issues, (2) to highlight some of the successful engineering practices employed in the industry, and (3) to present regulatory requirements and certification considerations pertinent to bonded structures. One key topic in this policy statement relates to the glass transition temperature. The guideline for epoxy matrix composite structure is for the Tgwet to be 50°F greater than the MOT. The analogous guideline for adhesive materials is for the Tgwet to be 30°F greater than the MOT.
3.1.3.3.5 AIR100-2010-120-003 “Acceptance of composite specification and design values developed using the NCAMP process”
This policy provides clarification on the acceptability of material specifications and allowables developed by the National Center for Advanced Materials performance (NCAMP) for Composite Materials. Material specifications developed following the NCAMP standard operation procedures are compliant with § 2x.603. Applicants who wish to use associated NCAMP databases and material allowables need to validate the applicability of that data to their project.
3.1.3.3.6 AC 21-26A “Quality system for the manufacture of composite structures” and AC 21-31A “Quality control for the manufacture of non-metallic compartment interior components”
A quality system established for manufacturing composites should be similar to any other quality system established to meet the requirements of § 21.137. These ACs address areas of the quality system that may require expansion to adequate accommodate the manufacture composites, as compared to metals.
The FAA sponsors research on composite materials to evaluate new technologies and ensure appropriate standards are set. FAA research is published through the William J. Hughes Technical Center Library, at http://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/library/. These reports often provide valuable background information that supports published guidance or training.
In addition to FAA guidance, numerous industry groups publish useful documentation on best practices and some material data. The FAA is the primary funding agent and provides leadership for CMH-17. CMH-17 is a volunteer organization that creates, publishes and maintains proven, reliable engineering information and standards, subjected to thorough technical review, to support the development and use of composite materials and structures. CMH-17 provides useful guidelines for the characterization of composite materials used in structural applications with some emphasis on aerospace needs. The data documented in CMH-17 provide a statistical basis in material properties that are most useful in controlling stable materials and processes and providing basic design properties. CMH-17 also provides technical guidance on M&P control, design, analysis, testing structural substantiation, and maintenance.
The ATA/IATA/SAE Commercial Aircraft Composite Repair Committee (CACRC) is another industry organization that supports composite use in aviation. The charter of the CACRC is to develop and improve maintenance, inspection and repair of commercial aircraft composite structure and components. CACRC task groups include Repair Materials, Repair Techniques, Procedures, Analytical Repair Techniques, Design, Inspection, Training and Airline Inspection & Repair Conditions. They publish documents on practices such as machining of composite materials and heat application for thermosetting resin curing, as well as material specifications and training recommendations.
ASTM develops and maintains test standards for composite materials. Committee D30 often meets jointly with CMH-17.
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Что означает SRM? Выше приведено одно из значений SRM. Вы можете скачать изображение ниже, чтобы распечатать или поделиться им с друзьями через Twitter, Facebook, Google или Pinterest. Если вы веб-мастер или блоггер, не стесняйтесь размещать изображение на вашем сайте. SRM может иметь другие определения. Пожалуйста, прокрутите вниз, чтобы увидеть его определения на английском и другие пять значений на вашем языке.
Значение SRM
На следующем изображении представлено одно из определений SRM на английском языке.Вы можете скачать файл изображения в формате PNG для автономного использования или отправить изображение определения SRM своим друзьям по электронной почте.
Другие значения SRM
Как упомянуто выше, у SRM есть другие значения. Пожалуйста, знайте, что пять других значений перечислены ниже.Вы можете щелкнуть ссылки слева, чтобы увидеть подробную информацию о каждом определении, включая определения на английском и вашем местном языке.
Определение в английском языке: Structural Repair Manual
Так! У нас гроза, и я слежу, как пилоты смело в неё влетают (некоторые пытаются отвернуть, хе-хе). Поэтому сегодня я вас чиста поржать по-быренькому, что там внутри самолёта НА САМОМ ДЕЛЕ.
Итак. Все мы знаете, что стабилизатор стабилизирует самолёт. О продольном канале. Чтобы не слишком проваливался.
Крыло делает самолёту вверьх, а стабилизатор делает ему униз.
Поэтому самолёт могёт туда и сюда с почти одинаковой пользой. Хотя вниз ему, конечно, проще.
И несмотря на я уже рассказывал про всякие приколы со стабилизатором Airbus-320, но самое интересное осталось за кадром.
А самое интересное в стабилизаторе — это из чего он сделан.
Если вы внезапно залезете в документацию, то пометавшись по разным её разделам, можно узнать, что принципиально стабилизатор состоит из коробки, рулей высоты, и всяких обтекательных и оконечных мелочей.
Мелочи эти сугубо металлические.
Но вот если начать рыть SRM (руководство по ремонту конструкции), то там вам и откроется истинка.
Прямо в табличке вам английским по белому напишут, что весь самолёт сделан из говна и палок.
Вот к стабилизатору относятся детальки с 10 по 13. И что же мы видим?
CFNM! Э-э-э… Вот что это значит:
Однако же и мурзилка нам излагает примерно то же самое, хоть и другими словами.
И если как-то ещё можно допустить такое предательство относительно наружных стабилизаторных частей,
то вот опушивать рукав мы никому не дадим!
Середина стабилизатора — это святое!
Отдышимся же на минутку, и посмотрим, как ейная серединка выглядит в натуре.
Привод стабилизатора подвешен к потолку отсека. Он делает стабилизатору вверх-вниз.
Но мы приглядываемся к собственно коробке…
Ну ладно, заклёпки. В самолёте они привычны.
Но что за…
Дрожащими глазами лезем внутрь дырочки…
И…
О БОЖЕ!!! — изыди, мерзкий файбер и гласс!!
Да…
Да, батеньки мои. Мир для вас больше никогда не будет прежним.
Делко в том, что не только наружные плоскости стабилизатора сделаны из пластика.
Но и его «центроплан» тоже. Потому что он является продолжением той самой силовой коробки, коя образует наружные части.
А стыкуются левая и правая половина как раз вот этими титановыми уголками, заклёпки которых вы наблюдали ровными рядами на картинке.
Как уже говорилось, подвешивается стабилизатор спереди к приводу — винтовому подъёмнику.
Сзади же ён висит о левом и правом шарнирах.
Которые ожидаемо находятся в самой опе. И лезть куда приходится, проползая под стабилизатором.
Вот эти точки и надо шприцевать.
Ну и чтобы вам не было совсем уж грустно об меня, покажу ещё кой-чего.
Вот тут на разобраном стабилизаторе (снят руль высоты) видна фара освещения логотипа, который на киле.
В правой верхней части фотки чёрная торчит светом вверх тылом к нам.
Менять её приходится вот так:
Только сверху.
А зато сзади видны два привода руля высоты:
Они работают от разных гидросистем. Для надёжности.
Хотя… какая там к чёрту надёжность… — только поездом!
! ! !
я только бояться перестал
а теперь снова не просыхать?!
вот же вредатель госдепа какой!
и вот этими пластмассками нас возят?..
неет!! только Боинг! православный, железный!
настоящие патриоты выбирают ЫЫО!
ООО «СРМ Девелопмент» находится в Мерфрисборо, штат Теннесси, США, и является частью отрасли производства цемента и бетонных изделий. В Srm Concrete, LLC работает 2,500 сотрудников во всех подразделениях, а объем продаж составляет 170.17 млн долларов США. (Показатель продаж смоделирован). В корпоративную семью Srm Concrete, LLC входит 26 компаний. Их официальный webсайт SRM.com.
Каталог руководств пользователя и инструкций для продуктов SRM можно найти ниже. Продукты SRM запатентованы и зарегистрированы под торговыми марками ООО «СРМ Девелопмент»
Контактная информация:
Адрес: 1000 Hollingshead Cir Murfreesboro, TN, 37129-4036 США
Сотрудники (этот сайт): 62 Моделирование
Сотрудники (все сайты): 2,500 Представить
Доход: $ 170.17 миллионов Рельефная
Рейтинг ESG: 3.0
Средний показатель по отрасли ESG: 2.89
Найти
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Переходник SRM на четверть оборота SRM INTERNATIONAL SRM GmbH Rudolf-Schulten-Str. 6 52428 Jülich Германия Тел.: +49 2461 69123-0 info@srm.de SRM США 720 W. Monument St. Colorado Springs, CO 80904 США Тел.: 719.266.4127 347 55100 usa@srm.de SRM ИТАЛИЯ Viale Carlo del Prete, 39 F 0583 Lucca (LU) Italia Тел.: +332036 XNUMX XNUMX italia@srm.de www.SRM.de Система обучения SRM @srmtraining srmpower …
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Page 1
User Instruction User Instruction Manual Manual Document No. — CMM Users Manual Rev 2… -
Page 2
MAKO Compressors, LLC 1634 SW 17th Street Ocala, Florida 34471 Phone: +1-352-732-2268 Fax: +1-352-351-5211 E-mail: email@compairmako.com Web Site: www.compairmako.com/ CompAir UK Ltd. Reavell House 53-56 — White House Rd. Ipswich Suffolk IP15PB England Phone: 011-44-1473-242000 www.compair.com/Products/High_Pressure_Pistons— Breathing_Air_Compressors.aspx#Mako e-mail: sales@compair.com… -
Page 3
GENERAL INFORMATION These units are for monitoring the Carbon Monoxide and Moisture levels in high pressure breathing air systems for use in Self Contained Breathing Apparatus (SCBA) or Self Contained Underwater Breathing Apparatus (SCUBA) and are not suitable for use with any other gasses. They are designed and manufactured to give optimum performance with long life and reliability. -
Page 4
Maintenance To ensure the continued trouble-free operation of this unit it is important that periodic maintenance and servicing is carried out in accordance with the information given in the ‘Maintenance’ section of this manual. To assist in this matter your local MAKO Distributor can provide a number of optional maintenance agreements to suit your requirements. -
Page 5
DECLARATION OF DECLARATION OF CONFORMITY CONFORMITY Applicant: CompAir USA Inc. 1634 SW 17th Street Ocala, FL 34471 USA Factory: CompAir USA Inc. 1634 SW 17th Street 1634 SW 17th Street Ocala, Florida 34471 Ocala, FL 34471 USA United States of America… -
Page 6
Forward Notes On The Unit MAKO units are the result of many years of in addition, research and development. This experience — relevant accident prevention regulations combined with high quality standards — generally recognized safety regulations guarantee the manufacture of breathing air — national safety regulations have to be charging systems which will provide a long observed. -
Page 7
Pressiond’admission, MakoCompressors,L.L.C. EingangDruck, Pressionedell’ingresso, 1634SW17thST. Presiondelaentrada Ocala,FL.34471 Ph.(352)732-2268 Safetyvalve, Fx.(352)732-7873 Soupapedesurete,Sicherheitsventil, Valvoladisicurezza, Valvuladeseguridad Bar/Min, FlowRestrictionRating,Estimationderestrictiond’ecoulement, Barre/minute www.compair.com Fluss-BeschrankungBewertung,Valutazionedilimitazionediflusso, Stab/Minute, Gradodelarestricciondelflujo Barra/minuto Diagramnumber,Nombredediagramme,Diagramm-Zahl, Numerodelloschema,Numerodeldiagrama ModelNumber,Numerodumodele, Modellnummer,NumeroModello,N°modelo DateofManufacture,Datedefabrication, Workorder,Bondetravail, Produktionsdatum, Datadifabbricazione, Arbeitsauftrag,Pedido, Fechadefabricacion Ordinedilavoro Serial Number, Numero de serie, Seriennummer, Numero di matricola, N°serie FillPressure,Remplirpression,Druckfullen, www.compairmako.com… -
Page 8
Forward Guarantee Operate this unit only if you have an exact knowledge of the machine taking into respect these facts. MAKO cannot be held responsible for the safe operation of the unit if it is used in a manner that does not correspond to the intended use, or for other applications which are not mentioned in this manual. -
Page 9: Table Of Contents
Table of Contents Section / Description Page General Information Manual Configuration Maintenance Warranty Declaration Of Conformity Forward Notes On The Unit Declaration Of Conformity Intended Use Maintenance Servicing In Case Of Queries Notes General Guarantee Safety Regulations Technical Changes Table Of Contents Safety Regulations Identification Of Safety Guidelines General Safety Instructions…
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Page 10
Table of Contents Section / Description Page Layout And Function General Description 4.1.1 CO Option 4.1.1.1 Solenoids — CMM Control Panel 4.1.2 MO Option 4.1.3 Bypass Option 4.1.4 Wall Mount Option Standard CMM Overlay Transportation And Installation Transport Machine Location Power Supply Wall Mount Installation Initial Startup Procedure… -
Page 11
Table of Contents Section / Description Page Reset Factory Menu 8.4.1 CONFIG Menu 8.4.2 Initialization Menu 8.4.3 Test Menu 8.4.4 Time Menu 8.4.5 Serial Number Menu Screen Message Chart Factory Code Chart Appendices Daily Log Book Sheet APP-A Typical P&ID APP-B Wall Mount Electrical Schematic APP-C… -
Page 12: Maintenance
Safety regulations I d e n t i f i c a t i o n S a f e t y Guidelines I n s t r u c t i o n s , i n c l u d i n g s u p e r v i s o r y MAKO is not liable for any damage or injury responsibility and duty of notification for…
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Page 13: Selection And Qualification Of Personnel; Basic Responsibilities
Safety regulations For the execution of maintenance work, tools Unauthorized changes to the machine are not and workshop equipment adapted to the task permitted for safety reasons. at hand are absolutely necessary. Genuine MAKO parts were especially designed and selected for this unit. The The personnel must be made familiar with the installation and/or use of any parts other than location and operation of fire extinguishers!
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Page 14: Special Work/Maintenance
Safety regulations Check regularly that Check the unit at the beginning of each startup all means of protection are correctly and at least once every 8 hours of operation installed and secured. for visible damage or problems. Report any all hoses and/or pipes within the system problems changes machine’s…
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Page 15: Maintenance And Repair
Safety regulations Follow adjusting, maintenance elimination of danger has to be maintained inspection activities and schedule set out in regularly and functionally checked at least the operating instructions. These activities once a year. Faults observed have to be must only be carried out by skilled personnel, immediately rectified and/or reported to the under qualified supervision.
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Page 16: Warning Of Special Dangers
Safety regulations After cleaning, remove covers make sure that the premises are adequately masking completely and allow the unit to dry ventilated (risk of explosion)! before returning unit to service! Observe adhere existing Always re-tighten all threaded connections regulations valid for the place of operation! which have been loosened for maintenance and repair work.
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Page 17: Symbols And Explanations
Safety regulations Symbols And Explanations The Following Symbols may be used on the unit. fig. 3.7-4 Read Operators Manual before continuing fig. 3.7-1 No Access for Unauthorized Personnel fig. 3.7-5 Read Technical Manual before continuing fig. 3.7-2 Warning, Electrical Shock or Electrocution fig.
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Page 18: Logs And Daily Inspection
Safety regulations appropriate service personnel. After problem is resolved the unit is put back in service, the solution is documented, initialed and dated in the daily log. Daily Inspection & log Entries 1) Check the log to see that no one has taken the unit out of service.
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Page 19: Layout And Function
Layout and Function fig. 4.1-1 CMM panels & Wall Mount unit. Legend General Description 1) CMM Panel for BAC units. Mako monitoring systems (See Fig. 4.1-1) incorporates the functions required to check high pressure breathing air 2) CMM for BAM units. for safe levels of Carbon Monoxide and Moisture content.
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Page 20: Co Option
Layout and Function 4.1.1 CO Option Excessive heat buildup can be detrimental to the life and operation of the CO cell. Therefore The CMM monitors system air (air exiting the a red rubber hose has been added to direct the purification system) for high levels of carbon air flow out of the upper control panel and monoxide only while the compressor is…
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Page 21: Mo Option
Layout and Function Each solenoid is equipped with a LED that blinking green LED on the right side of the illuminates when energized. As operation display. Moisture (MO) stabilization time can demands change, whether for standard be adjusted from 5-15 minutes. (See section compressor running or calibration, the LEDs 6.3.4.2) are an instrumental aid in determining proper…
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Page 22: Standard Cmm Overlay
Layout and Function fig. 4.2-1 provide an accurate reading of the moisture Standard CMM Overlay content levels being monitored. 1) Display This display will provide information, warnings and menu options 3) Carbon Monoxide Level Indicator — This needed by the operator, maintenance is a standard feature of the CMM unit and will operate as follows.
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Page 23: Transportation And Installation
Transportation and installation 5.4 Wall Mount Installation Transport 1) Locate an appropriate area for mounting the CMM unit and secure as noted in Important! section 5.2 Machine Location. Care should be exercised when removing the unit from its shipping carton to avoid 2) Connect wall mount…
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Page 24: Initial Startup Procedure
Transportation and installation (Other Compressor Units) 3) To make the harness connections it will be necessary to drill into the upper Connections remain the same as illustrated control panel. First, open door to upper above. The two wires to the hour meter control door and look for a clear spot to provide power to the internal relay forwarding drill a hole sufficient to fit the relay…
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Page 25: Operating Instructions
Operating Instructions fig. 6.1-1 Standard CMM Controls Start-Up Danger! Before beginning start-up inspect unit & Please read your owner’s manual carefully check logs (see section 3.8 and 3.8.1) for important safety information. The CMM retrofit panels will be powered Standard CMM Controls up along with the compressor system.
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Page 26: Cmm Commands
Operating Instructions CMM Commands to be changed to meet local rules and regulations. The CMM unit will monitor the compressed CO PPM LIMIT 10ppm output of the system and stop the Range(5 — 10) compressor in the event of high Carbon Monoxide levels or high Moisture levels, if PPM: optional Moisture level option is purchased.
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Page 27: Calibrate Now
Operating Instructions 6.3.3 Calibrate Now The CMM unit must be on for a minimum of 30 TURN OFF BOTTLES! minutes before calibration can be started. PRESS 1 This time will allow the CO sensor cell to stabilize. By pressing “2” while in the main menu (see section 6.3.1) you will access the “CALIBRATE NOW”…
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Page 28: To Cancel The Co Or Mo By-Pass
Operating Instructions Danger! CO ALARM or MO ALARM HAS BEEN BY-PASSED! 6.3.4.1 To Cancel The CO or MO By-Pass (In this example we will show the cancel CO monitor bypass procedure. The cancel MO monitor bypass follows the same pattern.) From the “CO ALARM BYPASSED”…
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Page 29: Maintenance
Maintenance DANGER! Announce that the unit has power to During installation, inspections and before other personnel. carrying out any maintenance work be sure Document that lockout has been that all pressure is released from the lifted and any actions taken in the system and the machine is electrically daily log book.
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Page 30: Co Replacement
Maintenance 7.2 CO Replacement 4) Static Strap should be put on at this point. The average life span of this CO cell is 5) Remove four Nylon wing nuts see fig. 7.2- approximately 2 years depending on usage. When calibration fails three consecutive times it indicates a failure that could result in replacement.
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Page 31: Replacement Of Mo Cell
Maintenance 9) Remount CO Housing and secure with four nylon wing nuts. Tighten securely but do not over tighten or damage will occur to board. 10) Close door and re-latch. 11) Perform manual calibration as listed in section 6.3.3 of this manual. 7.3 Replacement of MO Cell fig7.3-2 Typically, the MO sensor cell does not need…
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Page 32: Troubleshooting
Troubleshooting 8.0 General 8.2.1 (P5) Moisture Cable Plug The bottom line of the display is strictly for This plug is only used when the moisture messages/alarms that indicate the CMM is option has been installed with the CMM operating outside of normal parameters.
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Page 33: Config Menu
Troubleshooting 8.3 Reset The two configurations are: The CMM has a reset button that simulates a power on/off 19 = Carbon Monoxide and Moisture cycle. The primary use is after a program has been loaded. However, it may be used at any time. It does not 5 = Carbon Monoxide only reset the CMM board to factory settings.
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Page 34: Time Menu
Troubleshooting 8.4.4 Time Menu This menu will coordinate the date and time of the CMM unit with real-time. This is important to set correctly for the CO calibration period to function as expected. The date/time should be entered by the factory, however, it should also be checked at start-up.
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Page 35
Troubleshooting SCREEN MESSAGES THAT CAN OCCUR ON THE CMM SCREEN AND POSSIBLE SOLUTIONS Message Possible Cause Possible Solution CO LEVEL 1) Check surrounding area for idling vehicles which would cause high levels CO Level above programmed limit HIGH of CO. CO content of incoming air to high 2) Remote mount the air intake to an area for a clean air source. -
Page 36
Troubleshooting Message Possible Cause Possible Solution RH SENSOR FAIL RH sensor failed to communicate Check wiring from CMM board to moisture board. Cable disconnected Check CMM program version of 1.51 or later. Bad RH sensor module FILTER MISSING Detected missing moisture filter Check wiring from CMM board to moisture board. -
Page 37
Troubleshooting THESE CODES ARE TO ONLY USED BY TECHNICIANS OR DISTRIBUTORS THE FOLLOWING ARE FACTORY SETTINGS FOR DATE, TIME AND OTHER MI SC FUNCTIONALITY. PRESS «MENU» BUTTON THEN 9684075 AND THIS WILL BRING YOU TO THE FACTORY SE TTINGS MENU. NOTE: THE NUMBERS WILL NOT DISPLAY ON THE SCREEN WHEN YOU TYPE TYPE MENU SCREEN READS… -
Page 38
Daily Log Book Sheet Date Alarms / Comments APP-A… -
Page 39
Appendix B — P&ID of Typical CMM Legend Item No. Description Item No. Description High Pressure Regulator 0 PPM Cylinder Valve Pressure Gauge 0 PPM Quick Disconnect Pressure Relief Valve 0 PPM Cylinder Low Pressure Regulator Flow Restrictor Orifice Pressure Sample Gauge CO Sensor Cell System Air Solenoid Valve Pressure Sensor… -
Page 40
APP-C… -
Page 41
Item No View Description Part No. Qty. Item No View Description Part No. Qty. 300 Inlet Manifold Assembly —- 0 PPM Cylinder 009006-7800 —— Strain Reliew — Bulkhead EL016 CMM Overlay, with Membrane 003CMM08319 400 Moisture Sensor Assembly Cable —— CMM Door, Wall Mount 008PUR09011 200 Internal View of Enclosure —— Switch — On/Off — Green LED… -
Page 42
Item No View Description Part No. Qty. Item No View Description Part No. Qty. —- Fitting, QD, Male, 1/8″ 003MEC-TUBQDM —— CO Sensor Cell 003MEC-5 Fitting, Bulkhead, QD, Female 1/8″ 003MEC-TUBQDF —- Hose, Exhaust Red Rubber 003E440 —— Power Supply IN: 110V-240VAC OUT: 24VDC EL065 —— Connector, Hose Barb 003E407… -
Page 43
Item No View Description Part No. Qty. —— Fitting, Bulkhead 1/4 MNPT x 1/4 MJIC 003MEC-5 —- Gauge, Back Mount 0-160 PSI 00977413 —— Regulator, Pressure In: 6000 PSI Out: 0-140 003BB13AL2KVA4 —— Fitting, Tee 1/4 MNPT-1/4 FNPT CONSM1350 —— Fitting, Nipple 1/4 MNPT CONSM1357 —— Gauge, Back Mount 0-30 PSI 003X0404… -
Page 44
Item No View Description Part No. Qty. —— Chamber, Final Purification —— —- O-Ring (Not Sold Seperately) —— —— Back-Up O-Ring (Not Sold Seperately) —— —— Screw, Pan Head 4-40 x 3/8″ 003Z0719 —— PCB, Moisture Sensor 003MEC-7 —— Spacer 00381F4267 —- Plug, Chamber, Final Purification…